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Патент USA US2112427

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. March 29, 1938.
E, P, SEXTON
I‘
2,112,427
FLU ID PRES SURE BRAKE
Filed July 20, 1957
N
Evx-:RETT R sExToN.
awr/WAM
ATTCRNEY
Patented Mar. 29, 1938
2,112,427
UNITED STATES PATENT ÜFFIQE
2,112,427
FLUID PRESSURE BRAKE
Everett P. Sexton, East McKeesport, Pa., assignor
to The Westinghouse Air Brake Company,
Wilmerding, Pa., a corporation oi Pennsyi
Vania
Application July 20, 1937, Serial No. 154,621
18 Claims.
This invention relates to a vehicle fluid pres
sure brake equipment, and particularly to a brake
equipment of the type employing a brake pipe
normally charged with fluid under pressure, and
having means operated onpa reduction in brake
pipe pressure for effecting an application of the
brakes.
The brake equipment of some railways, such
as certain electric traction railway systems, in
cludes vehicles provided at one or both ends wi'th
control equipment, including a motor controller
for controlling the driving motors on a car, and
a brake valve for controlling the brakes on the
car when the car is operated singly,Y or to control
a train consisting of the plurality of similar cars.
Each of the brake valves is connected to the
brake pipe by way of a branch pipe, and as cars
of this type are usually constructed, relatively
long branch pipes must be employed to connect
20 the brake valves with 'the brake pipe with the re
sult that each branch pipe has considerable
volume.
On a reduction in brake pipe pressure to eiîect
an application of the brakes on the cars of a
25 train fluid under pressure will ñow from the
branch pipes to the brake pipe, and tend to
maintain the pressure of the fluid in the brake
pipe, while the ñow of ñuid from the branch
pipes to the brake pipe creates a turbulence in
30 the brake pipe which interferes with and retards
the transmission of a reduction in brake pipe
pressure throughout the train. This delays the
application of the brakes on the cars at the rear
of a train, and causes a rapid run in of the
35 slack of the train with consequent objectionable
slack action.
The brake valves at the ends of the various
cars of a train, except the brake valve at the
forward end of the leading car, are not employed
to control the brakes on the train, and it has
heretofore been proposed to provide valve means
to cut ofi communication between the brake pipe
and the branch pipes, except the branch pipe
leading to the brake valve at the forward end of
the leading car of the train, to thereby isolate
the branch pipes and prevent objectionable flow
of iiuid under pressure from the branch pipes to
the brake pipe on a reduction in brake pipe
pressure.
50
The means heretofore suggested included man
ually controlled valves, or Valve devices operable
in accordance with whether the end of a car is
coupled to another or not, to out off communica
tion between the brake pipe and the branch
pipes. However, these valves isolated the brake
(ci. sts-_14)
valves from the brake pipe so that a reduction in
brake pipe pressure could not be eiîeoted by op
eration of the brake valves. Accordingly, if a
trainman situated at a point in the train other
than at the front ci' the train desired for any Ul
reason to eñect an application of the brakes on
the train, he was unable to do so by operation
of a brake valve. While each car of this type is
provided with a conductor’s valve by means of
which huid under pressure may be released from `
the brake pipe to produce an emergency applica
tion of the brakes, this may not be conveniently
accessible to the trainrnan when he desires to
apply the brakes, or if he attempts to apply the i
brakes by means of the brake valve, so much
time may elapse before he learns that the brake
valve cannot eliîect an application of the brakes
that a collision may result.
It is an object of this invention to provide im
proved means to isolate from the brake pipe the
branch pipes leading to normally inoperative
brake valves, and. prevent flow of fluid from these
branch pipes to the brake pipe on a reduction in
brake pipe pressure.
A further object of the invention is to provide
improved means of the type described which is
arranged to permit the brake valve to be employed
to release fluid from the brakepipe to produce an
application of the brakes even though the means
25"
associated with the branch pipe leading from
this brake valve to the brake pipe is conditioned
to prevent iiow of iiuid from the branch pipe to
the brake pipe.
Another object of the invention is to provide
means of the type described which is automat
ically operable to permit communication between
the branch pipe and the brake pipe, or to isolate
the branch pipe from the brake pipe in accord
ance with whether the end of the car on which
the branch pipe is mounted is coupled to another ,
car or not.
A further object of the invention is to provide
improved means of the type described which is
simple in construction and positive in operation.
Other objects of the invention and features of
novelty will be apparent from the following de
scription taken in connection with the accom
panying drawing, in which
Fig. l is a diagrammatic view of a train of cars
provided with brake equipment embodying my
invention, and
Fig. 2 is an enlarged sectional View of a valve
device employed in the brake equipment shown
in Fig. l.
’
Referring to Fig. l of the drawing there is 55
2,112,427
2
shown diagrammatically therein a portion of the
brake equipment on three cars provided with
brake equipment embodying this invention.
Each of the cars is provided with a brake pipe I,
a supply pipe 2, a conductor’s valve 4, a vent
valve device 5, a brake controlling valve device
8, an auxiliary reservoir 1, and a brake cylinder 8.
In addition, each of the cars is provided at
each end with a brake valve I0 which is connect
10 ed with the supply pipe 2 by way of a pipe I2.
Each of the brake valves I8 is also connected
with the brake pipe I by means of a branch pipe
I3, while each of these branch pipes has asso
ciated therewith a valve device I5 provided by
15 this invention for controlling communication be
tween the brake pipe and the branch pipe.
The brake pipe and supply pipe on each of the
ars extends to the ends of the car.
The supply
pipe 2 has interposed therein at its ends suitable
angle cocks I8 to which are connected ilexible
hose and couplings I9, which may be connected
together to establish communication between the
supply pipes on cars which are coupled together.
When the end of a car is coupled to another
25 car„the angle cock I8 at this end of the car is
turned to the open position, while when the end
of the car is not coupled to another the angle
cock I8 at this end of the car is closed.
Similarly, the brake pipe on each of the cars
30 has at each end thereof an angle cock 20, While
each of~ these angle cocks has secured thereto a
pipe T 2l to one branch of which is secured a
flexible hose and coupling 22, Which, when the
end of the car is coupled to another, is con
35 nected to a similar flexible hose and coupling to
establish communication between the brake pipe
on the coupled cars.
When the end of a car is
coupled to another, the angle cock 20 at the end
of the brake pipe at this end of the car is turned
40 to the open position with the result that the
hose and coupling at this end of the car is charged
with fluid under pressure, while when the end of
i car is not coupled to another, the angle cock
28 at this end of the car is turned to the closed
45 position and the hose and coupling at this end of
the car will not be connected to another, but is
open to the atmosphere.
'I'he conductor’s valves 4 may be of any suit
able well known construction and are connected
50 with the brake pipe i by suitable branch pipes 24.
The conductor’s valves 4 may be operated in the
usual manner to release iiuìd under pressure from
the brake pipe l at an emer-gency rate to effect
an emergency application of the brakes.
55
The vent valve devices 5 may be of any suitable
well known construction, and are operated on a
reduction in brake pipe pressure at an emergency
rate to vent ñuid under pressure from the brake
pipe.
The brake controlling valve devices 8 likewise
may be of any well known construction, and each
controls the supply of fluid under pressure from
the brake pipe i to an auxiliary reservoir l, the
supply of ñuid under pressure from the auxiliary
65 reservoir 'I to a brake cylinder S, `and the release
of fluid under pressure from the brake cylinder 8.
The brake controlling valve devices 8 are oper
60
ated on an increase in brake pipe pressure to re
lease ñuid from brake cylinders 8, and to supply
70 fluid under pressure to the auxiliary reservoirs l,
while these valve devices are operated on a reduc
tion in brake pipe pressure to supply fiuid under
pressure from the auxiliary reservoirs to the
brake cylinders to effect an application of the
75
brakes.
The construction of the valve devices I5 is
clearly shown in Fig. 2 of the drawing, where it
will be seen that these valve devices each com
prise a body 25 having a passage 26 therein which
is connected by way of a relatively short pipe 21
with the brake pipe I. The end of the passage 26
is surrounded by a seating face 28 which is adapt
ed to be engaged by a face of a diaphragm 38,
which is clamped between the body 25 of the valve
device i5 and a member 3I. The area or chamber 10
32 at the face of the diaphragm 38 outwardly of
the seating face 28 is open to a branch pipe I3.
The valve device I5 is provided with a movable
abutment in the form of a diaphragm 34 which
is clamped between the member 3l and a member 15
35. The member 3| has a central bore therein in
which is mounted a plunger 3l which extends be
tween a face of the diaphragm 34 and the dia
phragm 38 and is operative by the diaphragm 34
to press the diaphragm 38 against the seating face 20
28, while the chamber between the diaphragms
38 and 34 is open to the atmosphere through a
passage 36.
The diaphragm 34 is subject on the other face
to the pressure of the fluid in a chamber 38, while 25
the various parts of the valve device I5 are ar
ranged and proportioned so that the area of the
diaphragm 34 which is exposed to fluid under
pressure in the chamber 38 is substantially
greater than the area of the diaphragm 38 which 30
is exposed to iiuid under pressure in the chamber
32 and in the passage 26.
rl’he valve device I5 has associated therewith a
pipe 48 which leads from the chamber 38 to a T
2l located in the brake pipe at the flexible hose 35
side of the angle cock, while a choke 42 is pro
vided to restrict the rate of iiow or" fluid from the
pipe 48 to the chamber 38.
The member 35 has a valve chamber 44 formed
therein in which is mounted a ball check Valve 46, 40
which is adapted to seat on a seat surrounding a
passage open to the chamber 38, while a coil
spring 4'! is mounted in the chamber 44 for press
ing the check rvalve 48 to the seated position.
The valve chamber 44 is connected by way of a
passage 48 with the chamber 32, and thereby
with the branch pipe I3.
In the operation of the brake equipment, the
supply pipe 2 on the cars of the train shown in
l is supplied with iiuid under pressure by 504
suitable means, not shown, while the handles of
all of the brake valves i8, except that of the
brake Valve at the forward end of the leading
car, which for purposes of illustration is assumed
to be located at the left hand end of Fig. l of the
drawing, are turned to a lap position in which
fluid under pressure is neither suppiied Ato noi`
released from the brake pipe.
The handle of the brake valve i8 at the forward
end of the leading car is turned to the release po 60,-..
sition in which fluid under pressure is supplied
from the supply pipe 2 to the brake pipe I.
Fluid under pressure supplied to the brake pipe I
iiows through the angle cocks 28 and the flexible l
hose and couplings 22 to the brake pipe on the 651:.
other cars of the train, while fluid under pressure
supplied to the brake pipe flows therefrom to the
brake controlling valve devices 6, causing the pis
tons of these devices to move to their release po
sitions, if they are not already in this position, in
which the brake cylinders 8 are connected to the
atmosphere, and in which fluid under pressure
may flow to the auxiliary reservoirs 'I to charge
these reservoirs with fluid at the pressure sup
plied to- the brake pipel I.
3
2,112,427
Fluid under pressure supplied from the brake
pipe I to the ñexible hosevand couplings 22, which
coupled to other cars, the valve devices I 5 operate
automatically to establish communication be
tween the brake pipe and the branch pipes lead
connect the brake pipe on adjoining cars, flows
therefrom to the pipes 40, and thence at a re-y ing to the brake valves at these ends of the cars.
stricted rate through the chokes 42 to the cham
If it is desired to effect a service application of. 5
bers 38 of the valve devices I5, while on an in
the brakes by operation of the brake valve I0 at
crease in the pressure of the fluid in the cham
the forward end of the car, the handle of this
ber 38 of each of these valve devices, fluid under
brake valve is turned to the service application
pressure ñows past the ball check valves 46, and position in which the supply of fluid under pres
10 thence by way of passages 48 to the chambers 32
sure to the branch pipe I3 leading to the brake 10
of the valve devices I5 and to the branch pipes I3 pipe I is cut off, and in which fluid under pres
associated with the valve devices I5. Fluid un
sure is released from. the branch pipe I3 at a
der pressure will continue to flow from the flexible
service rate. On this release of fluid under pres
hose and couplings 22 by way of the pipes 40 sure from the branch pipe I3 fluid under pressure
15 and through the chokes 42 to the chambers 38, may flow from the brake pipe Iv to the branch 15
and thence to the branch pipes I 3 until the cham
pipe I3 through the control valve device I5, be
bers 38 and the branch pipes I3 are charged with ' cause, as pointed out above, the diaphragm 30 of
fluid under pressure substantially to the pressure this valve device is not held in engagement with
supplied to the brake pipe I. On this increase in the seating face 28 at this time.
20 the pressure of fluid in the chambers 38, the
On this release of, fluid under pressure from the 20
force exerted by this fluid on the diaphragms brake pipe at a service rate there is a reduction
34 substantially exceeds the opposing force of the in the pressure of the fluid throughout the brake
iluid under pressure in the passages 26, and in
pipe on the train, and the brake controlling Valve
the chambers 32, upon the diaphragms 30, since, devices 6 operate in the usual manner to supply
25 `as pointed out above, the area of the diaphragms fluid under pressure from the auxiliary reservoirs 25
34 subject to ñuid under pressure substantially 'I to the brake cylinders 8 to thereby effect an
,
exceeds the area of the diaphragms 30 subject to application of the brakes.
ñuid under pressure.
,
On a reduction in the pressure of the iluid in
Accordingly the diaphragms 34 will press the brake pipe, fluid under pressure ilows. to the
30 ,against the plungers 31 and move the diaphragms
brake pipe from the chambers 38 of the valve de 30
38 against the seating faces 28 surrounding the
vices I5 at the rear of the ñrst car, on the second
ends of the passages 26 to thereby cut off com
munication between the branch pipes I3 and the
passages 26 which are connected through the pipes
car, and at,the front of the third car, thereby
reducing the pressure of the ñuid in the cham
bers 38. However, the llow of ñuid under pres
sure from the chambers 38 to the brake pipe is at 35.
a relatively slow rate because of the restricted
ilow capacity of the chokes 42, while the volume
of the pipes 40 is so small that the flow of ñuid
from these pipes to the brake pipe has negligible
effect on the pressurel of the iluid in the brake 40 I:
pipe. On the reduction in the pressure of the
fluid in chambers 38 fluid under pressure cannot
flow to these chambers from the branch pipes I3
as the ball check valves 46 prevent back flow of
fluid through the passages 48.
45 Y,
The various parts of the control valve devices
35 >¿21 to the brake pipe I.
As pointed out above, the angle cocks 20 at the
ends of the train are in their closed position,
while the flexible hose and couplings 22 at the
ends of the train are open to the atmosphere.
-40 Accordingly, fluid under pressure will not be sup
plied to the pipes 40 leading to the valve devices
I5 at the ends of the train, and the chambers 38
in these valve devices will remain at atmospheric
pressure, since the pipes 40 are connected with
,the brake pipe at the flexible hose side of the angle
cocks at the ends of the train. Fluid under pres
sure supplied to the brake pipe I ñuid will ilow
therefrom by way of the pipe 2'I to the passage
26 at the valve device I5 at the rear'end of the
train, and the iluid under pressure operating upon
the face of the diaphragm 30 will move this dia
phragm away from the seating face 28 to permit
fluid under pressure 4to flow from the passage 26
to the chamber 32 and thence to the branch pipe
`I3 leading to the brake valve Il) at the rear of the
train.
Similarly, on the supply of fluid under pressure
to the branch pipe I3 by the brake valve I0 at
the forward end of the leading car, fluid will flow
60 »to the chamber 32 and the force exerted upon the
diaphragm 38 will move it away from the seating
face 28 to permit iluid under pressure to ñow to
the passage 26, and thence to the brake pipe I.
On the supply of fluid under pressure to the
65 .chambers 32 of the valve devices I5 at the ends of
the train, fluid under pressure flows therefrom by
way of the passages 48 to the valve chambers 44,
but as the ball check valves 46 are held in their
seated positions by the vsprings 41 iluid under
pressure cannot flow to the chambers 38.
It Will be seen therefore that at the ends of the
cars which are coupled together, the valve devices
I5 operate automatically to cut off communica
tion between the brake pipe and the branch
pipes, while at the ends of the cars which are not
I5 are arranged land proportioned so that even
when the pressure of the fluid in the chambers
38 has-been reduced to the pressure present in
the brake pipe VI upon a full service application
of the brakes, the force exerted by the fluid under
pressure present in the chambers 38 upon the
diaphragme 34 will be sufficient to maintain the
diaphragms 30 in engagement with seating faces
28 against the opposing force of the higher ilujd 55
under pressure in the branch pipes I3 and the ~
chambers 32 outwardly of the seating faces 28,
and of the fluid at brake pipe pressure Within the
passages 26 within the seating faces 28. Ac
cordingly fluid under pressure cannot flow from 605;
the branch pipes I3 to the passages 26, and
thence to the brake pipe I where it would tend
to maintain the brake pipe pressure, and to create
a turbulence in the brake pipe I which would
interfere with the transmission of a reduction in
brake pipe pressure throughout the length of the
train.
»
On the reduction in brake pipe pressure to effect
a service application of the brakes, fluid under
pressure flows from the branch pipe I3 at the
rear of the train to the brake pipe I, since as
pointed out above, the control valve device I5 at
this end of the train is not conditioned to cut off
communication between the branch pipe and the
4
2, 1112,42?->
brake pipe. However, the supply of fluid-‘under
pressure to the brake pipe I at this point does
not interfere with the transmission of a reduction
in brake pipe pressure throughout the train, and
does not create an objectionable turbulence in
the brake pipe.
In order to effect a release of the brakes fol
lowing an application, the handle of the brake
valve IG at the forward end of the leading car
mi is returned to the release position in which fluid
under pressure is again supplied from the supply
pipe 2 to the branch pipe I3, from which it flows
to the control valve device I5 and thence to the
rake pipe I to increase the pressure of the fluid
in the brake pipe. On this increase in the pres
sure of the fluid in the brake pipe, fluid flows
to the brake controlling valve devices 8 . and
causes the pistons thereof to move to their re
lease positions to release fluid under pressure
20,4 from the brake cylinders 8, and to permit the re
charge of the auxiliary reservoirs 1.
On this increase in the pressure of the fluid in
the brake pipe I, fluid under pressure flows by
way of the pipes
to the chambers 38 in the con
25*- trol valve devices l5 at the coupled ends of the
cars to restore the pressure of the fluid in the
chambers 38 to the pressure carried in the brake
pipe.
’In order to effect an emergency application
I30 of the brakes, the handle of the brake valve I0
at the forward end of the leading car is turned
to the emergency application position in which
-liuid under pressure is released from the branch
pipe i3 at an emergency rate, and fluid under
-35 pressure thereupon flows from the brake pipe I
to the branch pipe I3 to reduce brake pipe pres
sure at an emergency rate.
On a reduction in brake pipe pressure at an
emergency rate, the vent valve devices 5 operate
40 in the usual manner to vent fluid locally from the
brake pipe and hasten the reduction in brake
pipe pressure.
On this reduction in the pressure of the fluid
in the brake pipe at an emergency rate, the brake
controlling valve devices 6 operate in the usual
manner to supply fluid under pressure from the
auxiliary reservoirs l to the brake cylinders 81:0
effect an emergency application of the brakes.
On this reduction in the pressure of the ñuid in
'the
brake pipe, fluid fiows to the brakeV pipe from
5o
the chambers 38 in the control valve devices I5
at the coupled ends of the cars. The reduction
in the pressure of the fluid in the chambers 38
will take place slowly however, because of the
55 restricted flow capacity of the chokes 42, with
the result that the pressure of the fluid in the
chambers 38 will be maintained at a value high
enough to maintain the diaphragms 3|! in engage
ment with the seating faces 28 until after a sub
ooustantial reduction in brake pipe pressure has
been eifected.
The degree of. reduction in brake pipe pressure
which is effected before the fluid in the chambers
38 has been reduced sufficiently to permit the
ßssdiaphragms 38 to be moved from the seating faces
28 is great enough to cause operation of the brake
controlling valve devices 6 to initiate an emer
gency application of the brakes.
After a time interval the pressure of the fluid
»mijn the chambers 38 is reduced by ñow through
the chokes 42 to a value such that the force
exerted thereby upon the diaphragms 3d is in
sufücient to maintain the diaphragms 38 in en
gagement with the seating faces 28 against the
„ìopposing force of the fluid under pressure in\
thelbranch pipes I3 and the chambers 32, assisted
by the reducing brake pipe pressure in the pas
sages 2B, andthe diaphragms 38 are thereupon
moved away from the seating faces 28 with the
result that the fluid under pressure present in the
branch pipes I3 may then flow to the passages 2G
and thence to the brake pipe I.
However, before this occurs the pressure of
the fluid in the brake pipe I will have been re
duced sufliciently to cause the emergency ap
plication of the brakes to be initi-ated, and the
subsequent supply of fluid under pressure to the
brake pipe will not have any detrimental effect.
Onthe reduction in the pressure of the fluid
in the brake pipe I at an emergency rate, fluid 15’
under pressure flows to the brake pipe from the
branch pipe I3 at the rear of the train, because
as explained above, the control Valve device I5
at this end of the train is not conditioned to cut
off communication between the branch pipe I3 20“
and the brake pipe I. However, this is without
detrimental consequences, as explained above.
The control valve devices I5 provided by this
invention are arranged so that any of the brake
valves IG may be employed at any time to effect 25"
an application of the brakes if desired.
Assuming that the brakes are released, and
that the brake pipe I is charged with fluid under
pressure, the control valve devices I5 at the cou
pled ends of the cars will be conditioned, as de
30
scribed in detail above, to cut off communication
between the brake pipe and the branch pipes I3
leading to the brake valves. In addition, the
branch pipes I3 leading to‘these brake valves will
be charged with fluid under pressure at the pres 35
sure carried in the brake pipe because of the sup
ply of fluid thereto from the chambers 38 past the
ball check valves 46, as explained above.
If a trainman located at a point other than at
the end of the train desires to make an applica
tion of the brakes, he may do so by turning the
handle of any one of the ybrake Valve devices at
the coupled end of »a car to an application posi
ion.
On movement of the handle of the brake valve 45
-to this position, fluid Luider pressure is released
from the branch pipe I3 associated therewith,
and on this reduction in the pressure of the
fluid in the branch pipe, fluid flows past the ball
check valve 46 and thence through the passage 50
¿I8 from the chamber 38` in the control valve
device I5 associated with this branch pipe. The
flow capacity of the passage 48 is such that fluid
under pressure may flow from the chamber 38
to the branch pipe I3 at a substantially more
rapid rate than ñuid under pressure can be sup
plied to the chamber 38 through the choke 42
with the result that there will be a rapid reduc
tion in the pressure of the fluid in the chamber
38, and a corresponding rapid reduction in the 60
force exerted by this ñuid on the diaphragm 34
in opposition to the fluid in the chamber 32
outwardly of the seating face 28, and of the
fluid in the passage 26 within the seating face 28.
When the pressure of the fluid in the chamber 65
38 has been reduced to a relatively low value,
which will take place very quickly because of the
small volume of this chamber, the higher pres
sure of the fluid in the passage 26, which is sup~
70
plied with huid> at brake pipe pressure, will move
the` diaphragm 38 away from` the seating face
28 to‘therebyV permit fluid under pressure supplied
from‘the brake pipe I to the passage 26 to flow
to thechamber 32, and to the branch pipe I3 75
' 5
` allaite?
' leading to the brake valve l0 from which it is re
on a reduction in brake pipe pressure to effect an
leased from the atmosphere.
Accordingly there will be a reduction in the
application of the brakes, a brake valve, a branch
pipe connecting the brake valve with the brake
pressure of the fluid in the brake pipe, and the pipe, and a valve device comprising a movable
brake equipment on the train will operate in abutment subject to and operated on a prede
the manner described in detail above to effect an termined increase in the pressure of the fluid in
application of the brakes.
a chamber to cut off communication between the
It will be seen, therefore, that the system pro ` brake pipe and the branch pipe, means operative
vided by this~ invention incorporates means oper
only when the vehicle is connected to another
l0 able automatically in accordance with Whether for supplying fluid under pressure to said cham 10
an end of a car is coupled to another car or not
ber at a predetermined rate, a communication
to cut off or to establish communication between
through which fluid may flow from said chamber
to said branch pipe at a rate more rapid than said
predetermined rate, and a check valve operative
to prevent back flow of fluid from the branch 15
the brake pipe and the branch pipe leading to
the brake valve at the end of the car. This
15 prevents objectionable flow of fluid from the
branch pipe to brake pipe which would inter
` fere with the transmission of a reductionv in
brake pipe pressure throughout a train on an
application of the brakes.
It will be seen also that the system provided
by this invention is arranged so that a reduc
tion in brake pipe pressure to effect an applica
tion of the brakes may be effected by operation
of any of the brake valves, even though the con
25 trol valve device associated with the branch pipe
for this brake valve is conditioned to cut off com
munication between the brake pipe and the
branch pipe.
While one embodiment of the improved fluid
pipe to said chamber through said communica
tion.
,
4. In a vehicle fluid pressure brake equipment,
in combination, a brake pipe, means operativer
on a reduction in brake pipe pressure to effect an 20
application of the brakes, a brake valve, a branch
pipe connecting the brake valve with the brake
pipe, and a valve device comprising a movable
abutment subject to and operated on a predeter
mined increase in the pressure of the fluid in a 25
chamber to cut oil" communication between the
brake pipe and the branch pipe, means operative
only when the vehicle is connected to another
for supplying fluid under pressure to said cham
30 pressure brake equipment provided by this in
vention has been illustrated and described in de
tail, it should be understood that the invention
ber at a predetermined rate, and means for re 30
leasing ñuid from said chamber at a rate more
'rapid than said predetermined rate on the re
is not limited to these details of construction,
and that numerous changes and modifications
35 may be made without departing from the scope
lease of fluid from said branch pipe.
of the following claims.
Having now described my invention, what I
claim as new and desire to secure by Letters
branch pipe connecting the brake valve with the
Patent, is:
brake pipe, valve means subject to the opposing
pressures of the fluid in the brake pipe and of 40
the fluid in a chamber for controlling communi
cation between thebrake pipe and the branch
pipe, means for supplying fluid under pressure to
said chamber at a predetermined rate, and means
operative on the release of fluid under pressure 45
from the branch pipe for releasing fluid from said
,
l. In a vehicle fluid pressure brake equipment,
in combination, a brake pipe, means operative
on a reduction in brake pipe- pressure to effect
an application of the brakes, a brake valve, a
branch pipe connecting the brake V-alve with the
brake pipe, and a valve device comprising a mov
able abutment subject to and operated on a pre
determined increase in the pressure of the ñuid
in a chamber to cut off communication between
the brake pipe and the branch pipe, means oper
ative only when the vehicle is connected tor an
other for supplying fluid under pressurel to said
chamber at a restricted rate, and means opera
tive when the brake valve is conditioned to release
fluid from the branch pipe to release ñuid from
55
said
chamber.
'
‘
`
2. In a vehicle fluid pressure brake equipment,
in combination, a brake pipe, means operative on
a reduction in brake pipe pressure to effect an
application of the brakes, a brake valve, a branch
60 pipe connecting the brake valve with the brake
pipe, and a valve device comprising a movable
abutment subject to and operated on Ia predeter
mined increase in the pressure of the fluid in a
chamber to cut off communication between the
brake pipe and the branch pipe, means opera
65
tive only when the vehicle is connected to an
other for supplying fluid under pressure to said
chamber at a restricted rate, a communication
through which fluid may flow from said cham
70 ber to said branch pipe, and a check valve oper
ative to prevent back flow of fluid from the
branch pipe to said chamber through said com
munication.
‘
`
3. In a vehicle fluid pressure brakeequipment,
75
5. In a Vehicle fluid pressure brake equipment, _,
in combination, a brake pipe, means operative on 35
a reduction in brake pipe pressure for effecting
an application of the brakes, a brake valve, a
in combination, a brake pipe, means operative
chamber at a rate more rapid than said predeter
mined rate.
6. In a vehicle fluid pressure brake equipment,
in combination, a brake pipe, means operative 50
on a reduction in brake pipe pressure to effect
an application of the brakes, a brake valve, a
branchpipe connecting the brake valve with the
brake pipe, and a Valve device comprising a mov
able abutment subject to and operated on a pre
55
determined increase in the pressure of the fluid
in a chamber to cut off communication between
the brake pipe and the branch pipe, means oper
ative only when the vehicle is connected to an
other for supplying fluid under pressure to said
chamber at a predetermined rate, a communica
tion through which iluid may be released from
said chamber at a rate more rapid than said pre
determined rate on the release of fluid from said
branch pipe, and means for preventing back flow 65
of fluid from the Abranch pipe to said chamber
through said communication.
` 7. In a vehicle iluid pressure brake equipment,
in combination, a brake valve mounted on said
vehicle adjacent an end thereof, a brake pipe on 70
the vehicle and having a portion at said vehicle
end which is supplied with fluid under pressure
only when said end of the vehicle is coupled to
another, means subject to an-d operated on a re- `
duction in brake pipe pressure for effecting an 75
6
l.2,112,427
application of the brakes, ,a branchpipecon
necting the brake valve with the brakepipe, valve
valve device' with .the brake pipe, and a valve de
vice comprising movable abutment means for
controlling communication from the branch pipe
the pressure of the fluidina chamberto` cut off to the brake pipe, said movable abutment means
communication between the brake` pipe and. the „being subject on one side to the iiuid pressure in branch pipe, means for supplying vfluid under fra chamber communicating with the brake pipe
pressure to said chamber fromsaid brakefpipe thro-ugh a restricted port and on the opposite
sidetothe pressure of fluid in the branch pipe,
portion which is charged with fluid under r,pres
sure only when the end oi thecar is coupled. to and said` branch pipe being charged with fluid
10 another car, and means operative .onthe release vunder pressure through a communication leading 10
of fluid from the branchpipe to .release fluid from to said chamber.
.12. >Inavehicle ñuid pressure brake equip
said chamber.
,8. In a vehicle fluid pressure brake equipment, ment,»in. combination, a brake pipe, a brake valve
in combination, a brake valve mounted on` said device, a branch pipe for connecting the‘brake
vehicle
adjacent an end thereof, a brakepipe `valve device with the brake pipaand a valve
15
device comprising movable abutment- means for
on the vehicle and having - a >portion Y.at v said
vehicle end which is supplied with ñuid under .controlling communication from the branch pipe
pressure only when said end of the vehicle is to the brake pipe, said movable abutment means
being subject on one side to the fluid pressure in
coupled to another, means subject toand operat
.a chamber communicating with the brake pipe>` 20
20 ed on a reduction in brake pipe pressure> for _ef
fecting an application of the brakes,.a branch through a restricted port and on the opposite
pipe connecting the brake valve with the brake _side to the pressure of fluid in the branch pipe,
pipe, valve means subject to and operated on and said branch pipe being charged with huid
means subject to andoperated on an increase in
an increase in the pressure of the ñuid `in a
25 chamber to cut oli communication between the
brake pipe and the branch pipe, ymeans for ,sup
plying fluid under pressure to .said chamber at a
predetermined rate from said brake. pipe portion
which is charged with ñuidunder pressure only
30 when the end of the car is coupled to another
car, a communication through whichifluid may
flow from said chamber to the branch pipe at a
rate more rapid than said predetermined rate,
and a check valve for preventingjiiow of 'fluid
35 from said branch pipe to said chamber through
said communication.
9. In a vehicle fluid pressure brake equipment,
in combination, a brake pipe, means operated on
a reduction in brake pipe pressure to effect an
40 application of the brakes, a brake valve, a> branch
under .pressure through a communication lead
ing to said chamber, said movable abutment, 25
means being `normally operative by fluid under
Vpressure in said‘chamber to close the commu
nication from the branch pipe to the brake pipe.
13. In „a vehicle fluid pressure brake equip
mentyin combination, a brake pipe, a brake valve; 30
device, a branch pipe for connecting the brake
valve device with the brake pipe, and a valve de
vice comprising movable abutment means for
controlling communication from the branch pipe
>to the brakepipeysaid movable abutment means: 35
being subject on one side to the fluid pressure
Vin ya chamber communicating with the vbrake
rpipe through a restricted port and on the oppo
site side to the pressure of fluid in the branch
pipeand said branch pipe being charged with
pipe connecting the brake valvefwith thebrake
pipe, and valve means controlling communication
between the brake pipe and the branch pipe, said
valve means being subject to and operatedon
`fluid undery pressure through a communication
45 an increase in the pressure of the ñuid in a
nication from the branch pipe to the brake pipe,
chamber to cut ofi communication between the
branch pipe and therbrake pipe, means for sup
plying ñuid under pressure to said chamber` at a
predetermined rate, and means operative on the
50 release of fluid under pressure from the branch
pipe for releasing fluid from said chamber at a
rate more rapid than said predeterminedv rate.
10. In a vehicle fluid pressure brake equipment,
in combination, a brake pipe, means operated on
55 a reduction in brake pipe pressureto effecten
application of the brakes, a brake valve, a branch
pipe connecting the brake valve with the‘ brake
pipe, and valve means controlling communica
tion between the brake pipe and the branch pipe,
60 said valve means being subject toand operated
on an increase in the pressureof the ñuid in a
leading- to said chamber', said movable abutment
means being normally operative by ñuid under
pressure insaid chamber tol close the commu
>and being-»operative upon a reduction in fluid
pressure in the branch pipe at a greater rate
than fluid can'flow from the brake pipe to said
,chamber for opening the communication from
the branch pipe to the brake pipe.
I50
14. In a vehicle iiuid pressure brake equipment,
in combination, a brake pipe, a brake valve- de
vice, a `branch v pipe for connecting the brake
valve device with the brake pipe, and valve means
comprising movable abutment means for con .55
trolling communication from` the branch pipe to
the 'brake-pipe, said movable abutment means
being subject on one side to fluid pressure in a
chamber and being subject on the other side to
the pressure of the fluid in the brake pipe, means
for supplying‘fluid under pressure to said cham
chamber to cut off communication between Ythe
branch pipe and the brake pipe, vmeans for sup
plying fluid under pressure to said chamberat a
65 predetermined rate, a communication through
which ñuid under pressure mayñow from said
chamber to the branch pipe .at a rate more rapid
ber f at- a restricted rate, said branch pipe being
than said predetermined. rate on a reduction in
the pressure of the iiuid in the branchf pipe, and
a check valve for preventing back ñow of ,ñuid
vice, -a branch pipe ',for connecting the brake
valve device with the brake pipe, and valve means:
from the branch pipe to said chamber through
said communication.
11. In a vehicle iiuid pressure brake equipment,
in combination, a brake pipe, a brake valve de
75 vice, a branch pipe for connecting the'brake
charged with `fluid under pressure through a
communication leading from the branch pipe to
said chamber.
65
15. In- a vehicle fluid pressure brake equipment, `
incombination, a Abrake pipe, a brake Valve de
comprising movable vabutment means for con
70
trolling communication from the branch pipe to ’
thebrake pipe, said movable abutment means
being subject on one side tol iiuid pressure in a
chamber and being’ subject on the other side to
the pressure ofthe iiuid in the brake pipe, means
7
2,112,42'?
for supplying fluid under pressure to said cham,
ber at a restricted, rate, said branch pipe being
charged with fluid under pressure through a
communication leading from the branch pipe to
Ci said chamber, said movable abutment means be
ing normally operative by fluid under pressure
in said chamber to close the cormminicationy from
the brake pipe to the branch pipe.
_
16. In a vehicle ñuid pressure brake equipment,
10 in combination, a brake pipe, a brake valve de
vice, a branch pipe for connecting the brak-e
valve device with the brake pipe, and valve means
comprising movable abutment means for con
trolling communication from the branch pipe to
15 the brake pipe, said movable abutment means
being subject on one side to fluid pressure in a
chamber and being subject on the other side to
the pressure of the iluid in the brake pipe, means
for supplying fluid under pressure to said chamn
20 ber at a restricted rate, said branch pipe being
charged with ñuid under pressure through a
com iunication leading from the branch pipe to
said chamber, said movable abutment means be
ing normally operative by fluid under pressure in
25 said chamber to close the~ communication from
the brake pipe to the branch pipe, and being op
erative upon a reduction in fluid pressure in the
branch pipe at a greater rate than fluid can ilow
to said chamber for opening the communication
30 from the branch pipe to the brake pipe.
17, In a vehicle fluid pressure brake equipment,
in combination., a brake pipe, a brake valve, a
branch pipe for connecting the brake valve With
the brake pipe, and valve means comprising diiu
CIJ Ul fere-ntial diaphragm means for controlling corn
rnunication from, the branch pipe to the brake
pipe, said diaphragm means being subject on
one side to the fluid in a chamber adapted to be
supplied with iiuid under pressure at a restricted
rate from the brake pipe and being subject on
the other side to the fluid in the brake pipe and
to: the fluid in the branch pipe, said diaphragm
means having a substantially larger area subject
to fluid in said chamber than that subject tol
fluid in the> brake and branch pipes whereby on
the supply of fluid to said chamber said dia
phragm means is operative to cut olf communi
cation between` the branch pipe and the brake
pipe, and a communication through which iiuid
may flow from said chamber to the branch pipe
at a rapid rate on a reduction in the pressure of
the fluid in said branch pipe.
18. In a vehicle íiuid pressure brake equipment,
in combination, a brake pipe, a brake valve, a
branch pipe 'for connecting the brake valve with
the brake pipe, and valve means comprising dii’
ferential diaphragm. means for controlling com
munication` from the branch pipe to the brake
pipe, said diaphragm means being subject on 20
one
to the ñuid in
chamber adapted to
be supplied with fluid under pressure at a rc
stricted rate from the brake pipe and being sub
ject on the other side to the iiuid in the brake
pipe and to the fluid in the branch pipe, said
diaphragm means having a, substantially larger
area subject to fluid in. said chamber than that
subject to fluid in the brake and branch pipes
whereby on the supply of fluid to said chamber
said diaphragm; means is operative to cut on” coin
municaticn between the branch pipe and the
brake pipe, a' communication through Which fluid
may flow from said chamber to said branch pipe
at a rapid rate on the release of fluid from the
branch pipe, and a check valve operative to pre
vent ilow of fluid from said branch pipe to said
chamber through said communication.
EVERETT P. SEXTON,
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