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Патент USA US2109047

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Feb.- 22, 1938.
E. E. HEWITT
’
2,109,047
FLUID PRESSURE BRAKE
Filed June 2, 1937
74
8O
.iZO
56 26
I65 54
7O
INVENTOR
ELL! 3 E. HEWITT.
ATTORNEY
Patented Feb. 22, 1938
i-JNETED STATES Rh'ihlhi'i“ @FEFHQE
2,109,047
FLUED PRESSURE BRAKE
Ellis E. Hewitt, E‘dgewood, Pa, assignor to The
‘Westinghouse Air Brake Company, Wilmerding,
Pa., a corporation of Pennsylvania
Application June 2, 1937, Serial No. 145,978
17 Claims. (Cl. 303-46)
This invention relates to a ?uid pressure brake
and more particularly to an improved emergency
0
valve device of the type shown in the applica
tion of H. R. Fuehrer, Serial No. 88,075, ?led
June 30, 1936, and in the application of John
Canetta, Serial No. 88,130, ?led June 30, 1936.
In the above identi?ed applications there is
shown an emergency valve device comprising a
movable abutment subject to the opposing pres~
sures of the ?uid in the brake pipe and of the
?uid in a pressure chamber, and controlling a
passage through which ?uid under pressure may
flow between the brake pipe and the pressure
the ?uid in the brake pipe and in the pressure
chamber to move the abutment to an inner re
lease position in which a communication is estab
lished through which ?uid may ?ow from the
brake cylinder to the brake pipe.
The valve mechanism shown in the applica
tion of H. R. Fuehrer is operated by an abutment
which is subject to the opposing pressures of the
?uid in the pressure chamber, and of the ?uid
in an operating chamber open to the passage con 10
trolled by the abutment at a point in this passage
intermediate the pressure chamber and the choke
or restriction in the passage. The valve con
chamber. This passage has a choke or restric
” tion therein which limits the rate of flow of ?uid
trolled by this abutment is normally held in the
through the passage to a rate which will enable
?uid from the pressure chamber to ?ow to the
brake pipe to reduce the pressure of the ?uid in
pressure following an emergency application of
the brakes, ?uid is supplied to the operating
the pressure chamber substantially as rapidly as
the pressure of the ?uid in the brake pipe is
reduced on a reduction in brake pipe pressure
at a service rate to thereby prevent sufficient dif
ferential being developed between the pressures
in the pressure chamber and in the brake pipe
to cause the abutment to be moved to the appli
cation position.
The choke or restriction in this passage does
not have suf?cient ?ow capacity to permit the
pressure of the ?uid in the pressure chamber to
reduce as rapidly as brake pipe pressure is re
duced upon a reduction in brake pipe pressure
at an emergency rate, and as a result, the ?uid
in the pressure chamber moves the abutment to
the emergency application position.
The valve devices shown in each of the above
identi?ed applications incorporate valve means
to prevent ?ow of ?uid from the brake pipe to
the pressure chamber through the passages con
trolled by the abutments until a predetermined
pressure is established in the brake pipe. This
pressure is such that su?icient force is exerted
on the abutments to insure their movement to
positions to completely open the ports to which
are connected the passages leading to the pres
sure chambers.
In the aforementioned application of H. R.
Fuehrer there is shown valve mechanism for
controlling the rate of supply of ?uid from the
brake pipe to the pressure chamber through the
passage controlled by the abutment to restrict
recharging of the pressure chamber after an
emergency application of the brakes, to thereby
prevent a possible overcharge of the pressure
chamber, and to cause sufficient pressure differ~
' ential to be developed between the pressure of
5
open position, and on an increase in brake pipe 15
chamber to cause the valve to be moved to the
closed position before the valve means associated
with this passage operates to open communica 20
tion through the passage and permit fluid to be
supplied to the pressure chamber. The valve
mechanism will remain in the closed position
until the pressure of the ?uid in the pressure
chamber increases substantially to the pressure 25
in the brake pipe as the supply of ?uid to the
pressure chamber is at a restricted rate, and the
pressure therein will not increase as rapidly as
brake pipe pressure is increased in effecting a
release of the brakes.
When the pressure of the fluid in the pressure
chamber increases substantially to the pressure
carried in the brake pipe, the valve associated
with this valve mechanism is moved to the open
position to permit rapid ?ow of ?uid between the
pressure chamber and the brake pipe through
this passage, and thereby equalize the pressures
in the pressure chamber and in the brake pipe.
On a reduction in brake pipe pressure to effect
a service application of the brakes, the pressure
of the ?uid in the pressure chamber is reduced
only to the same extent as brake pipe pressure
is reduced, and the pressures to which the'abut
ment of the valve mechanism is subject remain
ing substantially equal, the valve of this valve 45
mechanism remains in the open position.
In addition, on a reduction in brake pipe pres
sure to effect a service application of the brakes,
the brake pipe pressure is maintained at a value
high enough to maintain in the open position, 50
the valve means employed in the emergency valve
devices shown in. the above identi?ed applica
tions and controlling the passages through which
?uid under pressure ?ows between the brake pipe
and the pressure chambers in the valve devices. 55
2
2,109,047
On a subsequent increase in brake pipe pres
sure to effect a release of the brakes, ?uid ?ows
at a rapid rate from the brake pipe to the pres
sure chamber, and increases the pressure of the
?uid in the pressure chamber substantially as
rapidly as the pressure in the brake pipe is in.
creased. Accordingly no pressure differential
will be developed in the chambers at the opposite
sides of the abutment of the valve mechanism for
controlling the rate of supply of ?uid to the pres
.sure chamber, and the valve of this valve mech
a diagrammatic view, largely in section, of a brake
equipment‘ incorporating an emergency valve de
vice embodying my invention.
Referring to the drawing, the brake equipment
illustrated therein comprises a brake pipe l, a
brake cylinder 2, an emergency reservoir 4, and
a brake controlling valve device indicated gen—
erally by the reference numeral 5.
The brake controlling valve device 5 comprises
a pipe bracket section ll having a mounting face 10
thereon against which is secured the emergency
anism will remain in the open position and per
valve portion 8 provided by this invention, while
mit a rapid ?ow of ?uid from the brake pipe
the pipe bracket section 7 has another mount
ing face, not shown, formed thereon, against
to the pressure chamber.
In order to insure the release of the brakes
following an application, ?uid under pressure is
initially supplied to the brake pipe at a pressure
substantially higher than that normally carried
in the brake pipe, and thereafter ?uid is supplied
20 to the brake pipe by a feed valve device at the
pressure carried in the brake pipe.
In the emergency valve devices shown in the
above identi?ed applications, as ?uid under pres—
sure is supplied from the brake pipe to the pres
sure chamber at a rapid rate on the release of
the brakes following a service application, when
fluid is supplied to the brake pipe at a pressure
which is secured the service portion, not shown, 15
of the brake controlling valve device.
The emergency valve portion 8 provided by ,
this invention is an improvement on the corre
sponding emergency valve portion of the brake
controlling valve device shown and claimed in 20
U. S. Patent No. 2,031,213, issued February 18,
1936, to Clyde C. Farmer, and only such portions
of the construction and operation of the valve
device are illustrated and described in this‘ ap
plication as are essential to the understanding of 25
this improvement.
The emergency valve portion 8 comprises a
higher than normaLthe pressure chambers of ' body having a bore therein in which is mounted
these valve devices may be charged with ?uid at a movable abutment in the form of a piston It
30 the pressure supplied to the brake pipe.
There ~
is a possibility on a subsequent reduction in brake
pipe pressure as the resultof equalization of the
brake pipe pressure throughout the train, that
the pressure of the ?uid in the pressure chambers
of these valve devices cannot reduce by ?ow to
the brake pipe as rapidly as brake pipe pressure
is reduced, and that the higher pressure in the
pressure chambers will cause the abutment's of
these valve devices to be moved to their applica
40 tion positions, thereby producing an unintended
emergency application of the brakes.
It is an object of this invention to provide an
improved emergency valve device of the type de—
scribed, and arranged to prevent an overcharge
of the pressure chamber on an increase in brake
having at one side thereof a chamber i2, which 30'
is connected by way of a passage H3 in the pipe
bracket section 1 with a branch pipe H3 which
communicates with the brake pipe i. The piston
It has at the other side thereof a valve chamber
it‘ in which is mounted ‘a main slide valve i8,
and an auxiliary slide valve it having movement
relative to the main slide valve 58. The main
slide valve [8 and the auxiliary slide valve 15
are operated by the piston it through a stem
22 formed integral with the piston. The valve 40
chamber Hi is connected by way of a passage
l5 with a quick action or pressure chamber ll
formed in the pipe bracket section 1.
;
The stem 22 of the piston it has a bore in the
end thereof in which is mounted a plunger 24,
which is yieldingly pressed against the end of
pipe pressure to effect the release of the brakes.
A further object of the invention is to provide
an improved emergency valve device of the type
the main slide valve 18 by means of a spring
described and incorporating means operative on
The end of the valve chamber I8 is closed
i an increase in brake pipe’ pressure to restrict
by means of a cover 28, and this cover has a
the rate of supply of ?uid from the brake pipe
bore therein in which is mounted a plunger 38
to the pressure chamber of the valve device. 7
which is adapted to be engaged by a shoulder
32 on the piston stem 22, and by a projection 34
on the end of the main slide valve It. The plung
Another object of the invention is to provide
in an emergency valve device having a movable
abutment subject to the opposing pressures of the
fluid in a pressure chamber and in the brake
pipe and controlling a passage through which
?uid may ?ow between the brake pipe and the
pressure chamber, the passage having a restric
tion interposed therein to control the rate of ?uid
therethrough, valve means subject to the oppose
ing pressures of the ?uid in the pressure cham
ber and of the ?uid in a chamber open to the pas—
sage at a point therein intermediate the restric
tion and the brake pipe for controlling the rate
of ?ow of ?uid through said passage, whereby the
valve means will be operated on an increase of
the brake pipe pressure following a service appli
cation of the brakes.
A further object of the invention is to provide
an improved emergency valve device.
Other objects of the invention and features
of novelty will be apparent from the following
description taken in connection with the accom
' panying drawing, the single ?gure of which is
26.
~
er 30 is yieldingly urged to the right, as viewed
in the drawing, by a coil spring 38, while move
ment of the plunger in this direction is limited
by engagement of the plunger with the body of
the emergency portion 8.
The main slide valve [8 is held in engagement
with its seat by means of a strut 38. which en
gages one face of a diaphragm 40. The other face
of the diaphragm $0 is subject to the pressure
of the ?uid in the chamber 42 which is constantly
connected by way of a passage and pipe lid with
the emergency reservoir 4. The diaphragm 33
is also subject to the pressureof a spring at
mounted in the chamber 42.
The body of the emergency portion 8 has formed
therein a chamber 50 which is constantly con 70
nected by way of a passage 52 with the passage
33 in the pipe bracket section ‘I, and thereby
through the branch pipe Hi to the brake pipe I.
An accelerated release check valve 54 is mounted
in the chamber 5E), and is yieldingly urged by
2,109,047
3
means of a spring 56 into engagement with a
connected by way of a passage I26 with the valve
seat rib 58, while a ball check valve 6!! is mounted
in the chamber within the seat rib 58 and is
chamber I5 and the pressure chamber H.
The diaphragm 522 is subject on the other
adapted to engage a seat formed on the body I
surrounding a passage 62 which communicates
with a port in the seat of the main slide valve [8.
The body of the emergency section 8 also has
a bore therein in which is mounted a vent valve
piston 86 having at one side thereof a chamber
10. 153 which is constantly connected by way of a
passage 10 with a port in the seat of the main
slide valve I8.
The chamber at the other face of the vent valve
piston 65 is open to the atmosphere by way of a
15 passage ‘#2, while the body of the emergency sec“
tion has a groove 14 therein, which in one posi
tion of the piston 66 extends around the piston
so as to permit communication between the cham
er $8 and the chamber on the opposite face of
the vent valve piston 66.
The piston 56 has a passage 16 extending there
through so as to permit fluid to ?ow from the
chamber 68 to the chamber on the opposite face
of the piston, and thence to the atmosphere by
way of the passage ‘E2. The passage 16 has a
choke l8 interposed therein to restrict the rate of
flow of ?uid from the chamber 68.
The body of the emergency valve portion 8
has a groove formed therein adjacent the end
of the bore in which the vent valve piston 66 is
mounted, and in this groove is secured a sealing
gasket 89 having formed thereon an annular seat
rib 82, which is adapted to be engaged by the face
of the piston 66 to cut off communication from
the chamber 68 around the periphery of the pis
ton 66.
The piston 66 has formed integral therewith a
stem 84 which has secured thereon a vent valve
8% which is mounted in a chamber 81 formed in
the body of the emergency portion 8 and con
stantly connected by way of a passage 89 with the
passage 52, and thereby with the brake pipe
branch passage 53 and branch pipe l4. The vent
valve 8% is yieldingly urged against an annular
' seat rib 98 by means of a coil spring 92 to cut
off communication between the chamber 81 and
the atmospheric passage 12.
The emergency portion 8 shown in the draw—
ing has valve means, indicated generally by the
_ reference numeral I80, for controlling the supply
of ?uid under pressure from the brake pipe to
the valve chamber l6 and the pressure cham
ber 9's’.
As shown in the drawing, the valve means we
. comprises a movable abutment in the form of a
diaphragm m2 which is urged into engagement
with an annular seat rib I03 by means of a
KY UL
face to the pressure of the fluid in an operating
chamber I28 which is constantly connected by
way of a passage ltd with the chamber I32 at the
face of the diaphragm E02 outwardly of the seat
rib N13.
The chamber 52!; is constantly connected with
the passage 136 by way of a passage having a 10
choke I34 interposed therein.
The body of the emergency portion 8 has a
tubular portion [36 which extends into the cham
ber 124, while a valve 538 is mounted within this
tubular portion and is yieldingly urged toward 15
the open end of the tubular portion by a spring
ME. A locking member M2 is secured on the
tubular portion 235 and prevents movement of
the valve i323 out of the tubular portion I36 by
20
the spring Mil.
The diaphragm 522 has a valve element M4 se
cured substantially centrally thereof and provided
with an annular seat rib Me‘ which is adapted to
engage a sealing gasket carried by the valve
I38. A coil spring M8 is mounted in the chamber 25'
I255 outwardly of the tubular portion “it and
yieldingly presses the diaphragm I22 away from
the valve “58, While a disc We on the lower face
of the diaphragm lZZ engages projections I52
formed on the body of the emergency portion 30$
to limit movement of the diaphragm by the
spring M58.
The valve element N24 has a port M5 therein
through which ?uid under pressure may flow be
tween the chambers 528 and HM, and thus be
tween the brake pipe and the Valve chamber l8
and the pressure chamber El’. The port M5 is
proportioned to permit fluid to flow from the valve
chamber Hi and the pressure chamber ll’ at a rate
rapid enough to enable the pressure or" the fluid 40
in the valve chamber to reduce substantially as
rapidly as brake pipe pressure is reduced during
a service reduction in brake pipe pressure, while
the communication between the operating cham
ber £28 and the brake pipe is proportioned so that 45
its ?ow capacity is substantially greater than the
?ow capacity of the port M5.
Similarly, the flow capacity of the passage E25
connecting the chamber iii/5i with the valve cham
ber 55, and the pressure chamber ll, is arranged 50
to permit fluid supplied to the chamber 524 to
flow therefrom to the valve chamber i6, and the
pressure chamber i'i, at a somewhat more rapid
rate than ?uid is supplied through the port M5 to
prevent an increase in the pressure of the ?uid 55
in the chamber 52d above the pressure in the
chambers 56 and H.
spring we acting through a spring seat I06 which
engages a face of the diaphragm. The spring
N35 is mounted in a chamber which is constantly
connected to the atmosphere by way of a pas
sage N78,
The chamber H5 within the seat rib N53 is
constantly connected by way of a passage i [2 with
a port in the bore in the body of the valve por
tion in which the piston I9 is mounted.
The emergency portion 8 includes Valve mecha
nism, indicated generally by the reference nu
meral
for controlling the rate of flow of ?uid
The emergency valve portion provided by this
invention is shown in the drawing in the normal
from the valve means Hill to the valve chamber
and the pressure chamber l1. As shown in
the drawing this valve mechanism comprises a
movable abutment in the form, of a diaphragm
922 which is subject on one side to the pressure
pressure is supplied to the brake pipe 5, and it 70
flows therefrom through the branch pipe 84 and
of the ?uid in a chamber I24, which is constantly
release
assumesposition,
when the
which
brake
is the
equipment
position which
is fully 60
charged. When the brake equipment is at at
mospheric pressure, the diaphragm i 2 of the
valve means we is held in engagement with the
seat rib 5% by the spring 5
while the other 65
parts of the emergency valve portion may be
in the position in which they are shown in the
drawing.
In initially charging the equipment, fluid under
the passage 13 to the chamber 52 at the face of
the piston iii.
Fluid under pressure supplied to the passage
53 also flows to the service portion, not shown, 75
4
2,109,047
of the brake controlling valve device 5, and causes
the piston of this portion to move to the release
position in which the brake cylinder 2 is con
nected to the atmosphere, and in which a com
I32 outwardly thereof, and thence by way of the
passage I 30 to the operating chamber I28;
As soon as the diaphragm I02 is moved away
from the seat rib I03, and fluid under pressure
munication is opened through which ?uid under
is supplied to the chamber I32 outwardly of the
pressure may'?ow from the passage I3 to the
auxiliary reservoir, not shown, and to the emer
gency reservoir 4 to charge these reservoirs with
seat rib I03, the entire area of the face of the
diaphragm I02 is subject to the pressure of the
?uid in the chambers H0 and I32, and the force
exerted by this ?uid'under pressure on the dia
phragm I02 will be substantially greater than 10
that exerted by the ?uid under pressure in the
chamber III! within the seat rib I03._ As soon
fluid under pressure.
10
Fluid under pressure supplied by the service
portion of the brake controlling valve device 5
to the emergency reservoir 4 ?ows by way of the
passage 44 to the chamber 42 at the face of the
diaphragm 40, and increases the force exerted
15 through the stem 38 to maintain the slide valve
It in engagement with its seat.
Fluid under pressure supplied from the brake
pipe I to the passage I3 ?ows to the chamber I2
at the face of the piston I 0 of the emergency valve
20, portion 8, and on an increase in the pressure of
the ?uid in this chamber, the piston I0 is moved
to the left, as viewed in the drawing,‘ to the
normal release position, if it is not already in
that position, which is the position in which it
25 is shown in the drawing.
,
On movement of the piston I0 to the normal re
lease position, communication is opened between
the chamber ‘I2 and the passage H2, and ?uid
under pressure will ?ow to the chamber Iii! at
30 the face of the diaphragm I02, which at this
time is held in engagement with the seat rib
IE3 by the spring I05.
The spring I 05 is of such value, and the cham
ber H0 within the seat rib I 63 is of such area,
35 that the diaphragm I02 is held in engagement
with the seat rib I03 until the pressure of the
?uid in the chamber II 0 within the seat rib I03
has increased to a predetermined value, such as
12 pounds,
40
The increase in the pressure of the fluid in the
chamber H0 at the face of the diaphragm m2 is
accompanied by a similar increase in the pres
' sure of the ?uid in the chamber I2 at the face of
the piston i0, and the fluid‘ under pressure in this
45 chamber exerts force on the piston to move it to
501
as the diaphragm I02 is moved away from the
seat rib I 03, therefore, there is a substantial
increase in the'force exerted by the ?uid under 15
pressure on this diaphragm, and the diaphragm
is thereafter moved very quickly against the
spring I05 until the spring seat I85 engages a’
portion of the body of the emergency valve por
tion 8 to prevent further movement of the dia 2,0
phragm I02 against the spring I05;
'
On the supply of ?uid under pressure to the
operating chamber I28, there islan increase in
the pressure of the ?uid in this chamber, and
as the ?ow capacity of the communication lead 25
ing from the brake pipe to the chamber I28 is
substantially greater than the ?ow capacity of
the choke I45 through the valve element I44,
?uid under pressure will not be supplied from
the chamber I26 through the choke I45 as rapid 30
ly as ?uid under pressure is supplied to the
chamber I28, with the result that there will be a
gradual increase in the pressure ofthe ?uid in
this chamber. When the pressure of the ?uid in
the operating, chamber I28 is increased to a
predetermined relatively high’ value, the dia
phragm I22 is moved against the, spring I40 so
that the annular seat rib I46 carried by the valve‘
element E44 engages the sealing gasket carried
by the valve I38 to cut oif the further supply of 40
fluid under pressure from the chamber I28
through the choke I45 to the chamber I 24, from
which ?uid under pressure flows by way of the
passage I 26 to the valve chamber I5 and the
quick action chamber I1.
’
45
the left, as viewed in the drawing, to the normal
On a further increase in'the- pressure of the
release position, if it is not already in this posie
tion, so as to fully open the port through which
?uid in the operating chamber I23, the diaphragm
I22 is moved farther against the spring I48, while
the passage H2 communicates with the chamber
the valve I38 is moved against the spring me
until the valve element I 44 engages the locking 50
ring I42 to prevent further movement of the
diaphragm i22 against the spring I48. It will be
seen that the maximum force operative to press
the valve I38 against the annular seat rib Us
on the valve element I44 is that exerted by the 55
spring 5
and this force is limited to a value
sufficient to maintain the valve I38in engage
ment with the seat rib I46, but to prevent cutting
or injury to the sealing gasket carried by the
valve I 38.
On the supply of ?uid under pressure to the
passage I 32, ?uid flows therefrom through the
choke I734 to the passage leading to the chamber
I24, and to the passage I 20 leading to the valve
chamber I?) and the pressure chamber II. The 65
?ow of ?uid under pressure through the choke
I34 is maintained after the flow of ?uid through
I2.
'
Movement of the piston I0 farther’ to the left,
as viewed in the drawing, from the normal re
lease position towards the inner release position,
is resisted by the spring 35 acting through the
which is engaged by a shoulder 32
on the piston stem 22, and by the projection 34
I plunger
on the end of the main slide valve I8. _ The
various parts of the'emergency valve portion are
arranged, however, so that the spring 36 and the
60 plunger
are not e?ective to oppose move
ment of the piston I0 in this direction until the
piston I0 has been moved to a position to com
pletely open the port through which the passage
H2 communicates with the chamber I2 at the
face of the piston I0.
'
‘
When the pressure of the ?uid in the chamber
I H2 at the face of the diaphragm I02 is increased
to a predetermined relatively high value, such as , the port I 45 is cut off, and the pressure of the
12 pounds, the force exerted by the ?uid under ?uid in the chambers I6 and I7 is gradually in
. pressure in the'chamber I I0 on the diaphragm
IE2 is su?icient to overcome the opposing force
of the spring I05, and the diaphragm I02 will
creased by ?ow through the restricted port I 34. 70
Upon an increase to a predetermined relative- '
be moved away from the seat rib I03 so as to per
mit ?uid under pressure to ?ow from the cham
ly high valuein the pressure of the ?uid in the
chamber I24, which is connected to the chambers
I5 and II, the force exerted by the fluid under
ber H0 within the seat rib I03, to the chamber
pressure in the chamber I 24, supplemented by 75
2,109,047
the force exerted by the spring I 48, overcomes
the opposing force of the ?uid under pressure in
the operating chamber I28, and the diaphragm
I22 is moved downwardly, as viewed in the draw
ing, so as to move the annular seat rib I46 car
ried by the valve element I44 away from the
valve
I33,
thereby opening
communication
through the port Iéii through which ?uid under
pressure supplied from the brake pipe to cham
10 ber I28 ?ows at a rapid rate to the chamber
I24, and thence by way of the passage I26 to
the valve chamber I6 and the pressure chamber
I‘! to equalize the pressure of the ?uid in these
chambers with the pressure in the brake pipe.
On a subsequent reduction in the pressure of
the ?uid in the brake pipe I at a service rate
to eifect a service application of the brakes, the
service portion, not shown, of the brake con
trolling valve device 5 operates, as described in
detail in the ‘above identi?ed patent to Clyde C.
Farmer, to close the communication through
which ?uid under pressure is supplied from the
brake pipe I to the auxiliary reservoir, not shown,
and to the emergency reservoir 4.
In addition,
the service portion operates to supply ?uid under
pressure from the auxiliary reservoir to the brake
cylinder 2 until the pressure of the ?uid in the
auxiliary reservoir is reduced substantially to the
pressure at which the pressure in the brake pipe
is reduced.
Upon a reduction in the pressure of the ?uid in
the brake pipe I at a service rate, ?uid under
pressure ?ows from the valve chamber I 6 and
the pressure chamber I‘! to the chamber I2 at
the face of the piston I0 by way of the passage
I26, chamber I24, port M5, operating chamber
I28, passage I39 to the chamber I32, past the
seat rib ms to the chamber H0 and through the
passage H2.
The port 945 is proportioned to permit ?uid
under pressure to ?ow from the chambers I6 and
IT at a rate which enables the pressure of the fluid
in these chambers to be reduced substantially as
rapidly as the pressure of the ?uid in the cham
ber I2 at the face of the piston I I! is reduced
during a reduction in brake pipe pressure at a
service rate.
As the pressure of the ?uid in the chambers
I6 and I? is reduced by the ?ow of ?uid there
from to the brake pipe substantially as rapidly as
the pressure of the ?uid in the chamber I2 is re
duced during a reduction in the pressure of the
?uid in the brake pipe at a service rate, no dif
ferential will be developed in the pressure of the
?uid in the chambers on opposite sides of the
piston IQ, and the piston II], therefore, will remain
in the normal release position.
During service applications of the brakes, the
pressure of the ?uid in the brake pipe is main—
(30 tained at a relatively high value, and the ?uid
under pressure in the chambers IIB and I32 act
ing on the face of the diaphragm I02 maintains
the diaphragm away from the seat rib H33 against
the opposing force of the spring I05.
As the diaphragm I22 of the valve mechanism
:5 LA
I20 is subject to the opposing pressures of the
?uid in the chambers I25 and I28, which com
municate with the valve chamber I6 and with
the brake pipe I, respectively, the valve element
70 M6 will be held away from the valve I 38 during
a service reduction in brake pipe pressure, be
cause, as just described, the ?uid pressure in the
valve chamber I6 is reduced at substantially the
same rate as the brake pipe pressure is reduced.
On a subsequent increase in the pressure of the
$1
5
?uid in the brake pipe to eifect the release of
the brakes, the service portion of the brake con
trolling valve device operates, as described in
detail in the above identi?ed patent, to release
?uid under pressure from the brake cylinder 2,
and to open a communication through which
?uid under pressure is supplied from the brake
pipe to the auxiliary reservoir, not shown, and
to the emergency reservoir 4.
On this increase in the pressure of the ?uid in 10
are brake pipe there will be a similar increase
in the pressure of the ?uid in the chamber I2 at
the face of the piston Ill, and ?uid under pressure
will ?ow therefrom through the passage M2 to
the chamber Ii?, and past the seat rib I83 to 15
the chamber I32 and the passage I36 leading to
the operating chamber I28.
If the pressure of the ?uid in the brake pipe I
is increased at a relatively rapid rate, as is the
case when ?uid is supplied to the brake pipe at a 20
pressure higher than normally carried in the
brake pipe in order to facilitate the release of
the brakes, ?uid will ?ow from the brake pipe
to the operating chamber more rapidly than ?uid
can ?ow from the operating chamber I28 to the 25
chamber I24, and thence to the valve chamber
I5 and the pressure chamber I ‘I, because, as
stated above, the ?ow capacity of the communi
cation between the chamber I2 and the operating
chamber I28 is substantially greater than the ?ow
capacity of the port I45. As a result, the pressure
of the ?uid in the operating chamber I28 will in
crease more rapidly than the pressure of the ?uid
in the chamber I24, and the higher pressure of
the ?uid in the operating chamber will move the
diaphragm I22 against the spring I43 so that
the seat rib M6 on the valve element I44 en
gages the sealing gasket carried by the valve I38
to cut oif the ?ow of ?uid to the port I45.
After this operation of the valve mechanism
520 to cut off the supply of ?uid under pressure
from the brake pipe to the valve chamber I5
and the pressure chamber I'I through the port
I45, ?uid is supplied at a restricted rate from
the brake pipe to these chambers through the
choke I34 until the pressure of the ?uid in these
chambers is increased substantially to the pres
sure in the brake pipe.
As the supply of ?uid under pressure at this
time to the chambers I6 and I ‘I is through there
stricted port I34, the pressure of the ?uid in these
chambers will not increase rapidly, and consid
erable time will be required to charge these cham
bers to the pressure carried in the brake pipe.
Before these chambers will have been charged
to the pressure carried in the brake pipe, the
supply of ?uid under pressure to the brake pipe
at the pressure higher than that normally carried
in the brake pipe will have been cut off, and ?uid
will be supplied to the brake pipe only at the
pressure normally carried in the brake pipe, while
the pressure of the ?uid in the brake pipe will
have had an opportunity to equalize throughout
the train before the chambers I6 ‘and I? are
charged to the pressure normally carried in the
brake pipe.
After a time interval the chambers IE3 and i‘!
35
40
45
50
55
60
65
will have been charged with ?uid under pressure
substantially to the pressure present in the brake ,70
pipe, and the diaphragm I22 will thereupon be
moved downwardly by the spring I48 to permit
the ?ow of ?uid from the brake pipe to the cham
bers I6 and I’! through the port I45, with the
result that thereafter the pressure of the ?uid 75
‘2,109,047
6
in the chambers i6 and I "i is quickly equalized
with the pressure in the brake pipe.
On a reduction in the pressure of the ?uid in
the brake pipe at an emergency rate to effect
an emergency application of the brakes, the serv
ice portion, not shown, of the brake control
ling valve device 5 operates, as described in de
tail in the above identi?ed patent, to close the
communication through which ?uid under pres
10 sure is supplied from the brake pipe I to the aux
iliary reservoir, not shown, and to the emergency
reservoir 4, and to supply ?uid under pressure
from the auxiliary reservoir to the brake cylin
der 2.
,
When the brake pipe pressure is reduced at an
emergency rate, there will be a back ?ow of
?uid from the valve chamber i 6 of the emergency
portion 8 to the brake pipe through the port I45,
"20
as in a service reduction in brake pipe pressure,
but since the brake pipe pressure is now being re
duced at an emergency rate, the pressure on the
brake pipe side of the piston ill will reduce more
rapidly than the pressure in the valve chamber 16
can reduce by ?ow through the port M5. As a re
sult a di?erential pressure is created in the valve
chamber I6 which causes the piston 10 and the
auxiliary slide valve I9 to be shifted relative to
the main slide valve I8 against the opposing
rapidly moved to the right, as viewed in the draw
ing, by the higher pressure of the ?uid under
pressure in the chamber 16.
The piston I0 and the stem 22 are moved to
the right, as viewedin the drawing, until the face
of the piston engages the face of the gasket 562,
which is clamped between the emergency portion
6 and the pipe bracket section 7. This is the
emergency application position of the piston It].
On movement of the piston It and the stem. '10
22 a short distance towards the application. po
sition, a shoulder I63 on the piston stem 22 en
gages the end of the main slide valve l3 so that
on further movement of the piston l8 and the
stem 22 towards the application position, the 15
main slide valve I8 is moved upon its seat and
uncovers the end of the passage Tl} so as to permit
?uid under pressure from the chamber E6 to
continue to flow to the passage ii], and there
through to the chamber 68 at the face of the vent 20
valve piston 56.
7
On movement of the piston H3 to the emer—
gencyapplication position, the main slide valve
‘58 is moved so- that a cavity I513 therein estab
lishes communication between a port in the seat
of the slide valve to which is connected a branch
of the passage 44, leading from the emergency
reservoir 4, and a passage lBB, leading to the
force of the spring 26 acting through the plung
brake cylinder 2, so that ?uid under pressure
er 24.
will now ?ow from the emergency reservoir 4 to 30
On this movement of the piston 80 and the stem
22 relative to the main slide valve 18, the auxil
iary slide valve 59 is moved relative vto the main
slide valve Hi to uncover a port It? through the
the brake cylinder 2.
main slide valve l8, which, in this position of the
main slide valve, communicates with the passage
10 leading to the chamber 68 at the face of the
vent valve piston 66. When the auxiliary slide
valve I9 is moved to a position to uncover the
port I50 through the main slide valve I8, ?uid
under pressure from the chamber I6 ?ows
through the port ISO to the passage ‘it, and
therethrough to the chamber 68 at the face of
the vent valve piston 55. The rate of ?ow of
?uid under pressure through the passage 10 to
the chamber 68 is substantially more rapid than
' the rate at which ?uid under pressure may escape
from, the chamber 68 through the groove 14
'
Fluid under pressure supplied to the chamber
£58 at the face of the, vent valve piston 66 will
be vented therefrom at a restricted rate through
the choke 18 and the passage ‘F5 in the piston
t6. The volume of the chambers l6 ‘and H, and ,
the rate of ?ow of ?uid under pressure through
the choke 18 are proportioned so as to maintain
the pressure of the ?uid in the chamber 68 at
a value su?icient to'hold the piston 66 in en
gagement with the seat rib 82 against the op
posing force of the spring 92, and thereby hold
the vent valve 85 away from the seat rib 99, until
the pressure of the ?uid in the brake pipe I has
been reduced substantially to atmospheric pres
sure.
When the pressure of the ?uid in the chamber
68 has been reduced to a relatively low value by _
around the piston 66, and through the choke ‘E8 ' the venting of ?uid under pressure therefrom
through the choke ‘l3 and the passage 18, the 50
50 in the passage 16. As a result there will be a
rapid increase in the pressure of the fluid in the
chamber 68, and the vent valve pistont? will be
moved to the right, as viewed in the drawing.
This movement of the piston 66 will be trans
mitted through the stem 84 to move the vent
valve 86 away from the seat rib 99 against the
opposing force of the spring 92 and of the fluid
force exerted on the piston 66 is insufficient to
maintain this piston against the opposing force
‘of the spring 92 acting through the vent valve
86 and the stem 84, and the spring 92 will there
upon move the vent valve 85 into engagement ;
with the seat rib 99, while the piston 66 will be
mcvedaway from the seat rib 82 to the position
in which it is shown in the drawing, in which
position the groove 14 extends around the piston
36. When the piston 66 is moved to this posi
tion any ?uid under pressure remaining in the
chambers IE5 and H, and in the chamber 58 at
the face of the piston 66, can escape therefrom
On movement of the vent valve 86 away from 1 at’ a rapid rate through the groove '54 around
the piston 65, and thence to the atmosphere by‘
65 the seat rib 90, a relatively large opening is pro
way of the passage ‘F2. The chambers l6 and [1,‘
vided through which ?uid under pressure sup
plied from the brake pipe l by way of the therefore, will be reduced substantially to at
'
branch pipe M and the passages i3, 52 and 89 V mospheric pressure.
On movement of the piston it} to the applica
to the chamber 81 is vented to the atmosphere
70 by way of the atmospheric passage 72'. There tion position, the passage H2 is in communica
tion with the chambers I6 and I? so that the
will, therefore, be a rapid reduction in the pres
sure of the ?uid in the brake pipe !, and also pressure of the ?uid in the chambers I Hi and. I32
in the chamber £2 at the face of the piston ID, at the face of the diaphragm “)2 reduces as the
as this chamber communicates with the passage pressure of the ?uid in the pressure chamber
’ l3, and the piston‘ E0 and the stem 22 will be reduces, and when the pressure on the diaphragm
under pressure in the chamber;8‘l.'
On this movement of the piston 65, the face of
-60 the piston 65 is moved into engagement with the
seat rib B2 on the gasket 80 so as to prevent the
escape of ?uid under pressure ‘fromthe chamber
68 around the periphery of the piston.
x
7
2,109,047
102 has been reduced su?iciently, the diaphragm
will be moved downwardly by the spring H15 into
engagement with the seat rib E03.
In addition, the pressure of the ?uid in the
chambers i213 and US will reduce as the pressure
in the chambers iii and I‘! reduces, and as the
pressures on opposite sides of the diaphragm I22
are substantially equal, the valve element Hi4 will
be held away from the valve 538 by the spring
10
M3, while the diaphragm will be held against
the projections E52.
On a subsequent increase in the pressure of the
?uid in the brake pipe l to e?ect the release of
the brakes, ?uid under pressure ?ows from the
brake pipe by way of the branch pipe ill to the
passage l3, and to the chamber I2 at the face of
the piston Hi.
When the pressure of the ?uid in the cham
ber i2 has increased to a predetermined relatively low value, the force exerted by this ?uid under
pressure on the piston 19, together with the force
exerted by the spring 26 acting through the pis
ton stem ‘22, is su?lcient to cause the piston ii]
to be moved away from the gasket I62, if it has
not already been moved away from the gasket
by the spring 26 acting alone.
011 this movement of the piston Iii, the stem 22
and the auxiliary slide valve i9 are moved rela
tively to the main slide valve l8, and the aux
iliary slide valve i9 is moved to a position to
cover the end oi'the passage I60 through the main
slide valve l8. As the piston iii moves towards
the normal release position, the main slide valve
i3 is moved to cut off communication between
the passages Mi and “it by way of the cavity its
so that communication between the emergency
reservoir 4 and the brake cylinder 2 is cut off.
In addition, on this movement of the main
slide valve iii, the end of the‘ slide valve covers
40 the end or” the passage iii to cutr off communica
tion between the valve chamber 56 and the pas
sage TB, while the slide valve 18 is moved to a
position in which the port 138 therethrough com
municates with the passage ‘H1.
After a certain amount of movement of the
45
piston it, it will be moved to a position to open
communication between the chamber i2 and the
port through which ?uid under pressure is sup
plied from the chamber E2 to the passage H2
50 leading to the chamber Hi3 at the face of the
diaphragm m2 of the valve means H38. Fluid
under pressure thus supplied to the chamber its
acts on the area of the diaphragm H12 within
the seat rib Hi3, and when the brake pipe pres
sure has been increased to a predetermined de
gree su?icient to overcome the pressure of the
spring Hit, the diaphragm “32 will be moved
from its seat so as to open communication from
the brake pipe to the chamber 532, and through
60 the passage iB? to the operating chamber I28.
As explained above, fluid under pressure will
be supplied to the chamber 528 at a rate more
rapid than ?uid may ?ow from this chamber
through the port M5 to the chamber i294, and
thence to, the valve chamber ft and pressure
chamber i'l, and as a result, the pressure of the
?uid in the chamber E28 will increase more rap
idly than the pressure of the ?uid in the cham
ber I212 is increased, and the diaphragm i353 will
be moved upwardly against the spring its so
that the seat rib M6 on the valve element M4
engages the sealing gasket carried by the valve
538 to out 01f the ?ow of fluid through the port
M5.
75
On operation of the valve mechanism 528 to
cut off the ?ow of fluid through the port M5,
?uid from the brake pipe will ?ow through the
restricted port I34 to the chamber IN, and
through the passage I26 to the valve chamber it
and the pressure chamber H to increase the .
pressure of the ?uid in these chambers.
The choke i34 is of very small capacity, and
as a result there will be a relatively slow increase
in the pressure of the ?uid in the chambers it
and ii, and in the chamber PM of the valve 10
mechanism IZEI.
During the release of the brakes after an emer
gency application, the pressure of the fluid in
the brake pipe is increased at the relatively rapid
rate. This rapid increase in brake pipe pres
sure, especially at the head end of the train, is
su?icient to cause movement of the piston iii to
its inner release position against the resistance
of the spring 38 exerted through the plunger 3%,
and the slide valve i8 is moved to a position in 120
which the cavity I164 therein establishes com
munication between the passage I88 and the
passage 62 leading to the accelerated release
check valves 60 and 54.
Upon movement of the main slide valve l8 to 25
this position, ?uid under pressure will ?ow from
the brake cylinder 2 and the auxiliary reservoir,
not shown, by way of the pipe and passage 565
and the cavity I64 in the main slide valve $8
to the passage 62, and through this passage pass
.the ball check valve 60 to the chamber within
the seat rib 58. On an increase in the pressure
of the ?uid in the chamber within the seat rib
58, the accelerated release check valve 56% is
moved away from its seat against the spring 56,
and ?uid under pressure will ?ow to the cham
ber 50, and thence by way of the passage 52 to
the passage 13, which communicates with the
chamber l2 at the face of the piston l0, and with
the branch pipe l4 leading to the brake pipe l, >
so as to increase the pressure of the ?uid in the
brake pipe and in the chamber l2.
Fluid under pressure thus supplied to the brake
pipe causes a local increase in brake pipe pres
sure at each car which is transmitted seriallyl
throughout the train so as to insure movement
of the pistons 50 of the emergency portions of the
brake controlling valve devices to their inner re“
lease positions.
When the pressure of the ?uid in the brake I 50
cylinder 2 and the auxiliary reservoir, not shown,
and in the brake pipe I has substantially equal
ized by the ?ow of ?uid under pressure from the
brake cylinder and the auxiliary reservoir to the
brake pipe, the accelerated release check valve
54 is moved into engagement with the seat rib
58 by the spring 56 so as to cut off further ?ow
of ?uid under pressure from the brake cylinder
to the brake pipe, and to prevent back ?ow of
fluid under pressure from the brake pipe to the
brake cylinder 2.
If for any reason the increase in the pressure
of the ?uid in the brake pipe is not sufficient to
immediately cause movement of the piston it to
the inner release position against the spring 353,
as may occur at the rear of a long train, or in a
train which includes a number of cars equipped
with older types of brake controlling valve de
vices, the valve mechanism i2!) operates to insure
movement of the piston ill to the inner release
position.
‘
The pressure of the ?uid in the brake pipe, and
in the chamber l2 at the face of the piston iii,
will increase more rapidly than the pressure of
the ?uid in the valve chamber l6 is‘increased by 5 75
‘2,109,047
?ow of ?uid thereto from the brake pipe through
pipe to the chamber I24, and to the chambers I6
the choke £34. As a result there will be a gradu
and IT, to increase the pressure of the ?uid in
these chambers at a relatively rapid rate until
the pressure therein has equalized with the pres
ally increasing differential between the pressure
of the fluid in the chambers E2 and it on the
opposite sides of the piston it‘, and a correspond
ing gradual increase in the force tending to move
the piston I0 against the resistance of the spring
36. When this differential has increased to a
predetermined amount, the force exerted on the
10 piston I0 is great enough to move it against the
spring 36, and the piston and the slide valve It
will thereupon be moved to the inner release
position.
During the time that the piston I0 and the
15 main slide valve I8 are in the inner release po
sition, ?uid under pressure continues to ?ow
from the chamber I2 through the choke I34 to
the chambers I6 and I1 and to the chamber I24
of the valve mechanism I20, and after a time
20 interval, the pressure of the ?uid in the cham
bers I6 and I ‘i will have increased to a value
such that the force exerted on the piston In by
the ?uid under pressure in the chamber I6, tc~=
gether with the force exerted by the spring 36
v25 acting on the plunger 30, is su?icient to overcome
the opposing force exerted on the piston Ill by
the ?uid under pressure in the chamber I2. The
piston I0 and the main slide valve I8 will there
upon be moved by the spring 36 acting through
v30 the plunger 30, and by the ?uid under pressure
in the chamber I6 acting on the piston It, to the
right, as viewed in the drawing, from the inner
release position to the normal release position.
The plunger 30 is able to move the slide valve
I8 at this time as the plunger is engaged by the
projection 34 on the end of the main slide
valve I8. -
When the piston I0 and'the main slide valve
I8 have been moved to the normal release posi
tion, the plunger 30 engages a portion of the
body of the emergency portion 8 which prevents
further movement of the plunger 38 with the re
sult that the spring 36 is no longer effective to
exert force on the piston I9 and the stem 22,
T45 or on the main slide valve I8, and the higher
pressure of the ?uid in the chamber i2 on the
face of the piston I0 prevents further movement
of the piston Ill by the ?uid under pressure in
the valve chamber I6.
50
The rate of ?ow of ?uid under pressure through
the choke I3@ is such that the pressure of the
?uid in the chambers I6 and Il will not have in
creased to a value suf?cient to cause the piston
I0 and the main slide valve I8 to move from their
inner release position to the normal release posi
tion until after the piston I 0 and main slide
valve I8 have been in the inner release position
for a period of time long enough to permit ?uid
under pressure from the brake cylinder 2 and the
60 auxiliary reservoir, not shown, to ?ow to the
sure in the brake pipe.
'
the brake pipe I, ?uid under pressure ?ows there
from by way of the branch pipe I4 and the pas
sages in the pipe bracket section '! to the service
portion, not shown, of the brake controlling valve 10
device 5, and when the pressure of the ?uid
supplied from the brake pipe I to the service por
tion has increased to a relatively high value ex
ceeding the pressure of the ?uid in the auxiliary
reservoir, the service portion operates, as de
scribed in detail in the above identi?ed patent,
to release ?uid under pressure from the brake
cylinder 2, and to open a communication through
which ?uid under pressure may be supplied from
the brake pipe I to the auxiliary reservoir, not
shown, and to the emergency reservoir 4.
It will be seen that the rate of ?ow of ?uid
from the brake pipe to the valve chamber I6, and
to the pressure chamber I7, is controlled by the
valve mechanism I20, and that this valvemech
anism is arranged so that on an increase in
brake ‘pipe pressure following either a service
or an emergency application of the brakes, the
supply of ?uid under pressure to the valve cham
ber I6 and the pressure chamber I? will be re 30
stricted with the result that there can be no ‘
overcharge of these chambers, even though?uid
under pressure is supplied to the brake pipe at
a pressure substantially higher than that nor
mally carried in the brake pipe.
35
.While one embodiment of the improved brake
controlling valve device provided by my inven~
tion has been illustrated and describedin detail,
it should be understood that the invention is not
limited to these details of construction, and that 40
numerous changes and modi?cations may be
made without departing from the scope of the
following claims.
Having now described my invention, what I
claim as new and desire to secure by Letters 45
Patent, is:
1. In a ?uid pressure brake equipment, in com
bination, a brake pipe, a brake cylinder, valve
means subject to the opposing pressures of the
?uid in the brake pipe and in a pressure cham .50
ber, said valve means being operative on a prede
termined increase in the pressure of the ?uid in
the brake pipe above the pressure of the ?uid in
the pressure chamber to open a communication
relatively high value, the diaphragm I22 is moved
downwardly by the spring I48, and the valve ele
through which ?uid may be supplied fro ma brake
cylinder to thebrake pipe, a communication con
trolled by said valve means through which ?uid
may be supplied from the brake pipe to the pres
sure chamber, a valve device controlling the sup
ply of ?uid from said communication to said 60
pressure chamber, said valve device being oper
ated on a predetermined increase in the pres
sure ofthe ?uid supplied to said communication
to permit the supply of ?uid from said communi
cation to said pressure chamber, and means sub‘
ject to the opposing pressures ofv the ?uid sup
plied by said valve device and of the ?uid in
said pressure chamber for regulating the rate of
supply of ?uid to the pressure chamber by said
valve device.
2. In a ?uid pressure brake equipment, in
combination, a brake pipe, a brake cylinder, and
ment I44 is moved away from the valve I 38 to,
an emergency valve device comprising a movable
brake pipe I and substantially equalize the pres
sure of the ?uid in the brake cylinder and aux
iliary reservoir and in the brake pipe.’
After movement of the piston I0 to the normal
65 release position, ?uid under pressure continues to
?ow from the chamber I2 through the choke I34
to the chamber I24, and through the passage I26
to the valve chamber IE5 and the pressure cham
ber I ‘I. When the pressure of the ?uid in the
70 chamber I24 has increased to a predetermined
CR
On an increase in the pressure of the ?uid in
thereby open communication through the port abutment subject to the opposing pressures of the
75 I45 to permit a rapid ?ow of ?uid from the brake. ?uid in a pressure chamber and of the ?uid in
.9
2,109,047
the brake pipe, means operative by said abut
ment on a predetermined increase in the pres
sure of the ?uid in the brake pipe above the pres
sure of the ?uid in the pressure chamber to estab
lish a communication through which ?uid may
be supplied from the brake cylinder to the brake
pipe, Valve means operated on a predetermined
increase in the pressure of the ?uid supplied
thereto to establish a communication through
10 which ?uid may be supplied to said pressure
chamber, said abutment controlling the supply
of ?uid from the brake pipe to said valve means,
and means subject to the opposing pressures of
the ?uid supplied by said valve means and of the
?uid of the pressure chamber for controlling the
rate of supply of ?uid to the pressure chamber
by said valve means.
3. In a ?uid pressure brake equipment, in com
bination, a brake pipe, a vent valve operated on
the supply of ?uid under pressure to vent ?uid
from the brake pipe, a movable abutment sub
ject to the opposing pressure of the ?uid in the
brake pipe and of the ?uid in a pressure cham
ber, said abutment controlling a communication
25 through which ?uid may ?ow from the pressure
chamber to the brake pipe to reduce the pressure
of the ?uid in the pressure chamber substantial
ly as rapidly as the pressure of the ?uid in the
brake pipe is reduced on a reduction in brake
30 pipe pressure at a service rate, said abutment
being operated on a reduction in brake pipe pres
sure at an emergency rate to move to an appli
cation position to supply ?uid to the vent valve
and to cut off communication between the brake
35 pipe and said communication, valve means sub
ject to and operated on a predetermined increase
in the pressure of the ?uid supplied from the
brake pipe to said communication to permit the
supply of ?uid from said communication to the
40 pressure chamber, and a valve device subject to
the opposing pressures of the ?uid in the pres
sure chamber and of the ?uid supplied from the
brake pipe by said valve means for controlling the
rate of supply of ?uid to the pressure chamber
45 by said Valve means.
4. In a ?uid pressure brake equipment, in com
bination, a brake pipe, a brake cylinder, a reser
voir, and a movable abutment subject to the op
posing pressures of the ?uid in the brake pipe
and of the ?uid in a pressure chamber and con
trolling the supply of ?uid from the reservoir to
the brake cylinder, said abutment controlling a
communication through which ?uid may ?ow be
tween the brake pipe and the pressure chamber,
said communication being adapted to- permit ?uid
to ?ow from the pressure chamber to the brake
pipe to reduce the pressure of the ?uid in the
pressure chamber substantially as rapidly as the
60 pressure of the ?uid in the brake pipe is re
duced on a reduction in brake pipe pressure at a
service rate, said abutment being operated on
a reduction in brake pipe pressure at an emer
gency rate to move to- an application position to
supply ?uid to the brake cylinder and to cut off
communication between the brake pipe and the
said communication, valve means subject to and
operated on a predetermined increase in the pres
sure of the ?uid supplied from the brake pipe
supply of ?uid to the pressur'echamber by'said
valve
means.
"
'
,
,
>
.
5. In a ?uid pressure, brake equipment, in
combination, a brake pipe, an emergency, valve
device comprising a movable abutment subject
to the opposing pressures of the ?uid in: the
brake pipe and of the ?uid in av pressure ‘cham
ber, a passage controlled by said abutment
through which ?uid under pressure vmay ?ow
from the brake pipe to the pressure chamber,
valve means controlling communication through
said passage, said valve means being normally
operated to cut o? communication through said >
passage and being operative to permit commu
nication through said passage on an increase to 15
a given value in the pressure of the ?uid sup
plied to said passage, and a valve devicesubject
to the opposing pressuresof the ?uid in the pres
sure chamber and of the ?uid supplied by said
valve means for controlling the rate: of supply 20
of ?uid to the pressure chamber'through said
passage.
'
6. In a ?uid pressure brake equipment, in com
bination, a brake pipe, and an emergency valve
device comprising a movable abutment subject :25
to the opposing pressures of ‘the ?uid‘ in the
brake pipe and of the ?uid in a pressure cham
ber, valve means operated on a predetermined
increase in the pressure of the ?uid supplied
thereto to supply ?uid from. the brake pipe to a 30
passage through which ?uid may be supplied to
said pressure chamber, anda valve device sub
ject to the opposing pressures of the ?uid in the
pressure chamber and of the ‘?uid supplied to
said passage for regulating the rate‘of supply
of ?uid through said passage to said pressure
chamber.
,
-
V
>
7. In a ?uid pressure brake equipment, in com
bination, a brake pipe, and an emergencyivalve
device comprising‘ a movable abutment subject
to the opposing pressures .of the ?uid-in the
pressure chamber and of the ?uid in the brake
pipe, said abutment controlling a communication
through which ?uid under pressure may be sup
plied from the brake pipe to said chamber 145
through a ?rst restriction and a secondrestric
tion of less ?ow area of the ?rst, valve means
subject to the opposing pressures of the ?uid
in the pressure chamber and of the ?uid in an
operating chamber for’ controlling. the ?ow of -50
?uid through'said ?rst restriction, and means
for supplying ?uid to said operating chamber
from a point in said communication interme
diate the brake pipe and said ?rst restriction.
8. In a ?uid pressure brake equipment, in com
bination, a brake pipe, and an emergency valve
device comprising a‘movable abutment subject
to the opposing pressures of the ?uid in the
brake pipe and of the ?uid in a pressure chamber
and controlling a communication through which 60
?uid may flow between the brake pipe. and the
pressure chamber, a restriction in said communi
cation and proportioned to' limit the rate of ?ow
of ?uid through said communication to a rate
adapted to permit the pressure of the ?uid in
the pressure chamber to reduce substantially as
rapidly as brake pipe pressure is reduced on a
reduction in brake pipe pressure at a service
rate, valve means subject to the opposing pres
to said communication to permit the supply of
?uid through said communication to the pressure
chamber, and a valve device subject to the oppos
ing pressures of ?uid in the pressure chamber
and of the ?uid supplied from the brake pipe by
striction and the brake pipe for controlling the
?ow of ?uid through said communication, and a
75 said valve means for controlling the rate of the
by-pass passage extending around said valve
sures of the ?uid in the pressure chamber and 70
of the ?uid in a chamberopen to said communi
cation at a point therein intermediate said re
10
2,109,047
means through which :?uid may ?ow from said
communication to the pressure chamber .at a
‘less rapid rate than through said restriction.
' i9. Ina ?uid pressure ‘brake equipment, in com
bination, a brake pipe, .and an emergency valve
device comprising a movable abutment subject
to the opposing pressures of the ?uid in the
brake pipe and of the ?uid in a pressure chamber
and controlling acommunication through which
10 ?uid may flow between the brake pipe and an
operating chamber, valve means subject to the
opposing pressures of ‘the ?uid in said operating
chamber and of the ?uid in the pressure chamber
‘and controlling a passage through which ?uid
15 may ?ow from the pressure chamber to the
operating chamber and thence to the brake pipe
at a rate to reduce the pressure of the ?uid in
the pressure =chambersubstantially as rapidly as
brake pipe pressure is reduced on a reduction in
20 brake pipe pressure at a service rate, and a by
pass extending around said valve means through
which ?uid supplied from the brake pipe to said
communication may ?ow .to the pressure cham
ber at :_a rate substantiallyless rapid than through
the passage controlled ‘by said valve means.
10. In a ?uid pressure brake equipment, in
combination, a ‘brake pipe, and an emergency
valve device comprising a movable abutment sub
ject to the opposing pressures of the ?uid in the
30 brake pipe and of the ?uid in a pressure cham
ber, valve means subject to .and voperated upon
a predetermined increase in the pressure of the
?uid supplied'thereto to establish ‘a communica
tion through which ?uid may ?ow between the
135 brake pipe and the pressure chamber through a
?rst restriction or through a second'restriction,
means controlled by said abutment for supplying
?uid from the brake pipe to .said valve means,
and means subject to'theopposing pressures of
40 the ?uid in ‘the pressure chamber and of a cham
ber open to .saidcommunication at a point there
in intermediate brake pipe and said ?rst restric
:tionior controlling the ?ow of ?uid through said
?rst restriction.
11. In a ?uid pressure brake equipment, in
combination, a brake pine, and an emergency
valve :device comprising .a movable abutment sub
ject to the OPDQSing pressures of the ?uid in the
brake pipe and of the ?uid in a pressure cham
50 ber and controlling a communication through
which ?uid may flow between the brake pipe and
45
the pressure chamber, said communication hav
ing a restriction therein, valve means responsive
to and operated on ,a predetermined increase in
55 the pressure of the ?uid supplied from the brake
pipe to said communication to permit ?ow ‘of
fluid through said communication, valve mecha
nism subject to the opposing pressures of the
?uid in the pressure chamber and of the ?uid in
60 a chamber open to said communication at a
point therein intermediate said restriction and
the brake pipe for controlling ?ow of ?uid
through said restriction, and a b-y-pass passage
extending around said valve mechanism and
65 through which ?uid may ?ow to the pressure
chamber from a point in said communication
intermediate the pressure chamber and the valve
means.
12, In a ?uid pressure brake equipment, in
7.0 combination, a brake pipe, and an emergency
valve device subject to the, opposing pressures of
the ?uid in the brake pipe and of the ?uid in a
pressure chamber and controlling a communica
tion through which ?uid may ?ow between the
brake pipe and the pressure chamber, said com.
munication having a restriction therein, Valve
means subject to the opposing pressures of the
?uid in the pressure chamber and of the ?uid
in an operating chamber open to said communica
tion at a point therein intermediate the brakev
pipe and said restriction for controlling?owof
?uid through said communication, and means
subject to and operated on a predetermined in
crease in the pressure of the ?uid supplied from
the brake pipe for supplying ?uid to the pressure
chamber at a restricted rate.
>
13. In a ?uid pressure brake equipment, in
combination, a brake pipe, and an emergency
valve device subject to the opposing pressures of
the ?uid in the brake pipe and of the ?uid in a -
pressure chamber and controlling a communica
tion through which ?uid may ?ow between the
brake pipe and the pressure chamber, said com
munication having a restriction therein, valve
means subject to the opposing pressures of the 20
fluid in the pressure chamber, and of the ?uid in
an operating chamber open to said communica
tionv at a point therein intermediate the brake
pipe and said restriction for controlling ?ow of
?uid through said communication, valve mech- ;
anism subject to and operated on a predetermined
increase in the pressure of the ?uid supplied
from the brake pipe for supplying ?uid to the
ressure chamber at a restricted rate, and means
controlled by said emergency valve device for sup 30
plying ?uid under pressure to said valve mecha
nism.
14. In a ?uid pressure brake equipment, in
combination, a brake pipe, and an emergency
valve device comprising a movable abutment sub 35
ject to the opposing pressures of the ?uid in
the brake pipe and of the ?uid in a pressure
chamber for controlling acommunication through
which ?uid may flow between the brake pipe and
an operating chamber, valve means subject to the
‘opposing pressures of the ?uid in said operating
chamber and of the ?uid in the pressure chamber
and controlling a restricted passage through which
?uid may ?ow from the pressure chamber to the
operating chamber and thus to the brake pipe at a
rate rapid enough to reduce the pressure of the
?uid in the pressure chamber substantially as
rapidly as brake pipe pressure is reduced on a re
duction in brake pipepressure at a service rate,
and means subject to and operated on a prede- .
termined increase in the pressure of the ?uid sup
plied thereto from. the brake pipe for supplying
?uid to the pressure chamber at a restricted rate.
15. In a ?uid pressure brake equipment, in com
bination, a brake pipe, and an emergency valve ,55
device comprising a movable abutment subject
to the opposing pressures of the ?uid in the brake
pipe and of the ?uid in a pressure chamber for
controlling a communication through which ?uid
may ?ow between the brake pipe and an operat 16O
ing chamber, valve means subject to the oppos
ing pressures of the ?uid in said operating cham
ber and of the ?uid in the pressure chamber and
controlling a restricted passage through which
?uid may ?ow from the pressure chamber to the 65
operating chamber and thus to the brake pipe at
a rate rapid enough to reduce the pressure of
the ?uid in the pressure chamber substantially
as rapidly as brake pipe pressure is reduced on a
reduction in brake pipe pressure at a service rate, 70
valve mechanism subject to and operated on a
predetermined increase in the pressure of the ?uid
supplied thereto from the brake pipe for supply
ing ?uid to the pressure chamber at a restricted
rate, and means controlled by said movable‘abut 75
11
2,109,047
ment for supplying ?uid. from the brake pipe to
said valve mechanism.
16. In a ?uid pressure brake equipment in
combination, a brake pipe, and an emergency
valve device comprising a movable abutment sub
ject to the opposing pressures of the ?uid in the
brake pipe and of the ?uid in a pressure cham
ber for controlling a communication through
which ?uid may ?ow between the brake pipe and
10 an operating chamber, valve means subject to the
' opposing pressures of the ?uid in said operating
combination, a brake pipe, and an emergency
valve device comprising a movable abutment sub
ject to the opposing pressures of the ?uid in the
brake pipe and of the ?uid in a pressure cham
ber for controlling a communication through 5
which ?uid may ?ow between the brake pipe and
an operating chamber, valve means subject to the
opposing pressures of the ?uid in said operating
chamber and of the fluid in the pressure chamber
and controlling a restricted passage through 10
which ?uid may ?ow from the pressure chamber
chamber and of the ?uid in the pressure cham
ber and controlling a restricted passage through
Which ?uid may ?ow from the pressure chamber
15 to the operating chamber and thus to the brake
pipe at a rate rapid enough to reduce the pres
to the operating chamber and thus to the brake
pipe at a rate rapid enough to reduce the pressure
of the ?uid in the pressure chamber substan
tially as rapidly as brake pipe pressure is reduced 15
sure of the ?uid in the pressure chamber sub
stantially as rapidly as brake pipe pressure is
reduced on a reduction in brake pipe pressure at
20 a service rate, valve mechanism responsive to
and operated on a predetermined increase in the
pressure of the ?uid supplied from the brake pipe
rate, valve mechanism responsive to and operated
to the communication connecting the operating
chamber and the brake pipe to permit flow of
25 ?uid through said communication, and means
controlled by said valve mechanism for supply
ing ?uid from the brake pipe to the pressure
chamber at a restricted rate.
1'7. In a ?uid pressure brake equipment, in
on a reduction in brake pipe pressure at a service
on a predetermined increase in the pressure of
the ?uid supplied from the brake pipe to the com
munication connecting the operating chamber 20
and the brake pipe to permit ?ow of ?uid from
said communication, and a by-pass passage con
necting the pressure chamber with said communi
cation at a point therein intermediate the valve
mechanism and the operating chamber, said by 25
pass passage being adapted to permit ?uid to
?ow from said communication to the pressure
chamber at a restricted rate.
ELLIS E. HEWITT.
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