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Патент USA US2127428

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‘Aug. 16, 1938.
T. H. scHoEPF £11m.
2,127,428
RAILWAY BRAKE MECHANISM
Filed Feb. 24, 1957
4 Sheets-Sheet ‘1
J J1
‘
THE0DOR E H. SCHOEPF;
(BY DIN/ID MIRITCHIE,
Mm»
)“
Aizg. 16, 1938.
'r. H. ‘SCHOEPF ET AL
2,127,428
RAILWAY BRAKE MECHANISM
Filed Feb. 24, 1937
4 Sheets-Sheet 3
FIGS.
‘
Jwu
)THEODURE H- SCHOEPE
DAVID M. RITC HIE,
dawned!»
Aug,‘ 16, 1938.
T. H. SCHOEPF ET AL
2,127,423
RAILWAY BRAKE MECHANISM
Filed Feb.’ 24, 1937‘
4
0
.
4 Sheets-Sheet 4
I09»
I10
Jrvumrm, '
THEODORE H. S CHOEPF,
DA vm M. RITCHIE,
WW
Patented Aug. 16, 1938
\ 2,127,428
UNITED STATES PATENT OFFICE
2,127,428
,
’ RAILWAY BRAKE MECHANISM
Theodore H. Schoepf and David M. Ritchie, Cin
cinnati, Ohio, assignors to The Cincinnati
Traction Building Company, Cincinnati, Ohio
a corporation of Ohio
Application February 24, 1937, Serial No. 127,350
21 Claims. (Cl. 192-3)
Our invention relates to the control of the sup
ply of steam to a steam engine, or supply of fuel
oil or gas to an internal combustion engine car
ried by a railway vehicle and utilized for propel
5 ling the said vehicle through mechanical means
or electrical means, and wherein the vehicle is
equipped also with usual or customary ?uid pres
sure brakes.
The essential object of this invention is to de
vise electrically operative mechanism whereby
a railway vehicle, means responsive to the reduc Cr
tion of fluid in the air brake train line of the
vehicle for causing movement of the valve stem
in one direction and means responsive to re
storation of pressure in the air brake train line
10
to cause reverse movement of the valve.
off from the engine responsive to manipulation
These and other objects and advantages will
appear from the following description taken in
of a control valve utilized to apply‘the fluid pres
connection with the drawings.
sure brakes of the vehicle.
It is a further object of this invention to pro
our copending application Serial No. 89,650, ?led ’
the steam or fuel supply is automatically shut
vide means comprehended in said mechanism,
whereby the functioning thereof will take place
or become effective only when the magnetic
track brakes of the vehicle are applied.
It is a further object of this invention to pro
20
vide, in such mechanism, means whereby the
fuel supply valve may be manually operated irre~
spective of the application of the track brakes.
It is a further object of'this invention to pro
6 vide such means which is adjustable and which
may be made effective for any and all applica
tions, either service or emergency of the fluid
pressure brakes and/or track brakes as may be
desired.
'
‘
‘
It is a further object of this invention to pro—
vide electric motor means for opening and clos
ing the fuel or steam valve of a railway vehicle
C6 Cir
direction of movement of the valve to determine
the direction of subsequent rotation of' the motor.
It is a further object of this invention to pro
vide, for operation of the fuel or steam valve of
automatically responsive to the application of the
?uid brakes of the vehicle and/or responsive to
the application and energization of the track
brakes of the vehicle.
,
It is a further object of this invention to pro
vide, in such valve operating means, an electric
‘
This application is a continuation in part of
July 8, 1936.
In the drawings: _
"
Figure 1 is a diagrammatic View of mechanism
illustrative of this invention, the parts being
shown in the position of normal operation, with
the fuel or steam valve open and the illustrated
track brakes free of the rail, various of the com
ponent mechanisms being shown in section;
Figure 2 is a front elevational view of a pre
ferred form of valve actuated reversing switch
for use in the practice of this invention; T
Figure 3 is a section taken on the line 3-—3 of
Figure 2;
Figure 4 is a View, partly in section, of. a modi
?ed form of electrical valve actuating mecha
Figure 5 is an elevational View, partly insec
tion, of a modi?cation of the pneumatic revers
ing switch mechanism illustrated in Figure 1;
Figure 6 is a diagrammatic view illustrating
the application of the principles of this invention
to a modi?ed form of electromagnetic track
brake;
,
Figure '7 is a diagrammatic view illustrating
motor which is reversible and means responsive
to the escape of ?uid from the air brake train
the application of the principles of this inven 4.0
motor.
means of a lever actuated in opposition to a
40 line‘toreverse the direction of'rotation of the A tion to a second form of electromagnetic track
brake which is positioned, for application, by
It is a further object of this invention to pro
vide, in such mechanism, means responsive“ to
movement and position of the fuel or steam valve
for determining the subsequent direction of rota
tion of the motor.
'
‘
It is a further object of this invention to pro
‘vide, in such mechanism, manually operable
means for operating the valve independently of
the means responsive to the application of the
vehicle brakes.
_
It is a- further object of this ‘invention to pro
vide, in such- mechanism, quick action revers
ing switch means responsive to the position and
tension spring by a solenoidconnected within
45
thebrake energizing circuit; and
‘
~ Figure 8 is a diagrammatic view illustrating the
use, in the practice of this invention of a pre
ferred form of combined relay valve and valve
opening circuit interrupter switch.
Referring to the drawings in detail and with 50
reference particularly to Figure l, the conven~
tional air brake train line, designated i, is pro
vided at each end with cut-out cocks 2 and cou
pling hoses 3. The air brake train line I is con
nected by the pipe 4 with the conventional brake.“
" 2
2,127,428
valve 5 having the inlet pipe 6 thereof connected
sure is introduced into the cylinder 2I of the
?uid engine 20, the piston 24 and the piston
to a suitable supply of pressure and the exhaust
pipe 1 thereof connected to suitable exhaust
means. The conductor’s valve 9 is connected
to the air brake train line I by means of the
of the spring 26 to place the attached track brake
conductor’s valve pipe 8.
28, whereby, upon energization of the coil of
rod 25 are moved downwardly against pressure
21 in predetermined position adjacent the rail
Also connected to the
air brake train line I, by means of the pipe I8,
is the track trip valve I I which is adapted to coop
erate with suitable track trip means I2 to re
10 lease the pressure from the air brake train line I.
the track brake 21, the track brake 21 will be
urged, by this energization, against the rail 28
because of the disposition of the rail 28 within
the magnetic field of the energized track brake
21.
In Figure 6, is illustrated a form of track brake
which is normally suspended by means of springs
I18 so closely adjacent the rail that the track
brake requires no preliminary positioning before
The air brake train line I is also connected,
by means not shown, in a conventional manner
to the ?uid operating means for the wheel brakes
of the track vehicle upon. which they airsbrake
train line I is supported.‘ Pressure in the: air
brake train line I may be reduced by the actua
tion of brake valve 5, track trip II or the con
ductor’s valve 9 or, bycthe- occurrence of ‘breaks’
its energization.
in the train line I, the coupling hoses 3, or by
accidental separation of either of the coupling
hoses 3 from other couplinghoses to which they
may be attached.
Also connected to the. air brake train line I
by means of pipe I3 isthe relay valve I4 which
is provided with an internal slide I5 which is
urged in one direction by pressure from the air
brake train line and in the opposite direction
by means of the spring I6. The slide I5 of the
In other words, immediately
upon energization of the coil 12 of the track
brake shoe 21 illustrated in Figure 6, the brake
shoe 21 is brought into braking engagement with
the rail. When the above described structure
and the hereinafter described structure are uti
lized with brakes of the type illustrated in Figure
6, the pipe connection I3 will be omitted from
the air brake train line I, the pressure tank I8,
the relay valve I4, the brake positioning ?uid
engine 20 and associated parts being also omitted
as shown in Figure 6.
The structure of this invention may also be
valve I4 is provided with a port I1. The pres
30 sure tank I8 is connected by. means of the pres . applied to another type of track brake as dia
sure tank pipe III to the body of the valve I4. grammatically illustrated in Figure ‘7, wherein
The track brake positioning means comprises the the brake shoe 21 is normally resiliently suspend
?uid engine 20 having the top of the cylinder 2I
thereof connected by means of pipe. 22 to the
ed by tension springs I18, as in Figure 6, the
spacing of the brake shoe 21 of Figure 7 above
the rail is substantially greater than that of the
body of the relay valve I4, the pipe 22 being
disposed in alignment with and below the pipe . spacing of the brake shoe of Figure 6 and, there- .‘
fore, it is necessary, for application of the brake
I9.
to the rail, that the shoe be ?rst positioned
The relay valve exhaust pipe 23 is also con
somewhat in the same manner as is the shoe 21
nected to the valve body I4 below and in align
of Figure 1 positioned.‘ For this purpose, a posi
40 ment with the pipes I9. and 22. The spacing and
tioning
lever I88 is provided which is pivoted at",
connection of the pipes I9, 22 and 23 with the
body of the relay valve I4 is preferably such I80a and normally urged upwardly by means
that, when the valve slide I5 is held in the low- , of a tension spring I8I in the same manner as
is the shoe 21 supported by the springs I18 and
. ermost position by pressure from the air brake
which is, immediately upon energization of the
train line I, the end of the pipe I9 is blocked
by the slide I5, while the ends of the pipes 22 coil 12 of the brake shoe 21, drawn downwardly 4
by means of a solenoid I19 connected within the
1 and 23 communicate through the port I1 of the
brake
coil energizing circuit and having asso
slide I5 to permit exhaust of ?uid from the cyl
~inder 2I of the fluid engine 20 through pipe 22, ciated therewith an armature connected to the
lever I88. Thus, upon energization of the coil 12
port I1 and relay valve exhaust pipe 23.
of the brake shoe 21 illustrated in Figure '7, the
Furthermore, due to the disposition of the re
solenoid
draws the brake shoe positioning U!
spective pipes, when the slide I5, upon reduction lever I80 I19
downwardly
against tension of the le
of the pressure in the air brake train line I, is
moved upwardly by the spring IS, the end of the ver supporting spring I8I to place the shoe 21
relay valve exhaust pipe 23 -is ?rst closed by the su?iciently close to the rail 28 to bring the rail
, slide I5 before the ends of the pipe I9 and pipe
22 are connected by. the port I] of the slide
I5. Therefore, upon reduction of ?uid pressure in
r the air brake train line I,.the relay valve slide
(30 I5 will move upwardly from the position illus
trated in Figure 1 to close the end of the relay
valve exhaust pipev 23 and connect the ends
of pipes I9 and 22, whereby ?uid pressure from
the‘pressure tank I8 will betransmitted through
‘ pipe I9, port.I1, and pipe 22 to the-‘top side
of the cylinder 2I of the ?uid engine. The ?uid
engine 20 is provided with a piston 24 slidable
within the cylinder 2I and having a rigidly con
nected piston rod 25 which is connected at-its
opposite end to the top of the'track brake, ‘here
inafter more clearly described.
The piston 24 is urged upwardly by the spring
26 which is disposed about the piston rod 25 and
between the lowerside of the piston 24 and the
lower wall of the cylinder 2I. When ?uid pres
within the magnetic ?eld of the shoe. The shoe
21 is thus applied to the rail 28 by energization
of thecoil 12 thereof.
. In the application of the principles of our
invention to such brake mechanism as is illus
trated in Figure 7, the pipe connection I3, the (;(
‘relay valve I 4, the fluid track brake positioning
engine 20 and associated parts will be omitted, as
is the case when the principles of our invention
are applied to brakes of the type illustrated in
Figure 6.
(at
The details of a form of the brake diagram
matically illustrated in Figure 6 are disclosed in
the United'States Letters Patent No. 725,985
granted April 21, 1903, to F. C. Newell, while
the details of a form of the brake illustrated di- 70
agrammatically in Figure 7 are disclosed in the
United States Letters Patent N0. 1,724,266 grant
ed August 13, 1929, to T. Elliott.
Also connected to the air brake train line I, by
means of pipe 29, is the valve opening circuit in- 75
3
2,127,428
on the piston rod 46, save that the upper switch
terru'pter switch mechanism comprising the ?uid‘ plates 58 and 59 are urged upwardly with re
‘ engine 36 having
contained in the cylinder there
spect to the piston rod 51, while the lower switch
of the piston 3| which is connected by means of . ‘plates 69 and 6| are urged downwardly with re
- the piston rod 32 with the switch plate 33. The; spect to the piston 51 by the respective cooperat
compression spring 34 which is disposed between
ing compression springs which are similar and
the upper wall of the cylinder and the upper sur
which are all designated 62.
‘face of the piston 3| ‘constantly urges the switch
As shown in Figure 1, when'the pressure in the
plate 33 downwardly out of engagement with the cylinder of the ?uid engine 54 is sufficient to
cooperating contacts, but during normal condi
overcome the spring 56, the piston 55 moves
tions, when pressure produced in the cylinder of upwardly at a rate depending upon the ?ow of
the ?uid engine 39 by its connection with‘ the air ?uid into the cylinder of the ?uid engine'54. The
brake train line | is sufficient to overcome the rate of ?ow into the cylinder of the ?uid engine
force of the spring 34, the switch plate 33 is re
54 through the pipe 53 is controlled by the check
tained in engagement with the cooperating switch. means 32. The upward movement of the piston 15
contacts as illustrated in Figure 1.
However,
immediately upon reduction of pressure in the .
air brake train line to such an extent that pres
sure in the ?uid engine 39 is reduced sufficiently
to allow the spring 34 to act, the switch plate 33 '
20
51 places the switch plates 58 and 59 in engage
ment with their cooperating switch contacts,
while downward movement of the piston 51,
when continued su?iciently to remove the switch
is removed from engagement with its cooperat
plates 58 and 59 from engagement with their 20
cooperating switch contacts, places the switch
ing contacts.
plates, 69 and 6| in engagement with their co
‘
The branch pipe 35 which also leads from the
air brake trainline I is connected by the pipe
36 to the one-way valve 31 and also by means
of pipe 38 with the check means 39 which, in
turn, is connected by means of pipe 49 with the
pipe 4| leading from the one-way valve 31, and
with the pipe 42 which is also connected to the
cylinder of the ?uid engine 43 which operates the
operating switch contacts.
The one-way valve 31 prevents the ?ow cf ?uid
from the branch pipe 35 through pipe 36 directly 25
.to pipe 4| , while permitting the ?ow of ?uid from
primary circuit switch. The fluid engine 43 is
similar to the ?uid engine 36, being provided with
the piston 44, the spring 45 and piston rod 46.
l The piston rod 46 has rigidly secured thereto the
annular switch plate support 41 which is adapted
the pipes 42 and 5| through the pipe 4| to the
pipe 36. Therefore, ?uid ?owing from the air
braketrain line I, through branch pipe 35, is re
quired to pass through the pipe 36, check means 30
39 and pipe 49 before reaching the pipe 42 and
further through pipe 5| and check means 52 be
fore reaching the pipe 53 and the cylinder of ?uid
engine 54. The construction of the check means
39 and 52 is similar, each of these members be 35
to support the switch plate 46 which is con ‘ing provided with replaceable circular rubber
i stantly urged thereagainst‘ by means of the spring
disks having a central aperture of predetermined
49 having one end in engagement therewith and’ size, which rubber disks are‘ clamped between
the other end in engagement ‘with the support two annular ?anged metallic members connected
40
40"
member 59 which, like the member 41, is also by bolts.
>
In order to change the rate of ?ow through the
rigidly secured to the piston rod 46.
As in the operation of the interrupter switch, ‘respective check means, it is merely necessary
when ?uid pressure in the cylinder of the ?uid that a rubber disk having an aperture of desired
engine 43 is reduced below a predetermined size be inserted therein. The rubber disk in the
amount, the spring 45 will move the piston rod. "check means 39 is preferably provided with a 45
larger ori?ce than that of the disk in the check
means 52. Therefore, when, after reduction of
pressure in the air brake train line |, the pres
gagement with the cooperating contacts of the .sure therein is restored, ?uid will pass through
the check means 39 at a higher rate than through 50
primary circuit.
.
After the initial engagement of the switch the check means 52. Therefore, the ?uid engine
plate 48 with its cooperating contacts, the piston 43 will be more quickly actuated than will the
rod 46 will continue to move downwardly, com
?uid engine 54. Likewise, upon reduction of
pressing the spring 49. Upon restoration of ?uid pressure in the air brake train line |, ?uid pass—
pressure in the cylinder of the ?uid engine 43, ing from the cylinder of the ?uid engine 43 will 55
- the switch plate 46 will remain in engagement be permitted to“ pass freely throughthe one-way
' 46 downwardly at a rate of speed depending upon
the escape of ?uid from the cylinder of the fluid
engine 43 to bring the switch plate 48 into en—
with the cooperating contacts of the primary cir
cuit during the time required for the upward
movement of the piston rod 46 to permit the
spring 49 to return to its extended position, as
valve 31 as well as through the check means 39.
of the pipe 53 with the cylinder of the ?uid en
it is desired to close upon energization and ap
However, all ?uid passing from the cylinder of
the ?uid engine 54 must pass through the check
means 52 before reaching the pipe 5| and the
illustrated in Figure 1. Thepipes 4| and 42 are .path of ?uid from the ?uid engine 43.
connected by means of the pipe 5| with the check
In Figures 1 and 4, 63 designates the fuel or
means 52 which, in turn, is connected by means steam line of the vehicle propelling unit which
gine 54 which actuates the ?uid operated revers
plication of the track brake, 21. In Figures 1 65
ing switch.
and 4, the means for closing or blocking this line
The construction and operation of the ?uid en
gine 54 is similar to that of the ?uid engine 43,
there being provided the piston 55 in the cyl
inder of the ?uid engine 54 which is urged down
wardly by the spring 56 and upwardly by ?uid
pressure, and which piston 55 is rigidly con
,nected to the piston rod 51 which carries a plu
rality (four) of switch plates 58, 59, 69 and 6|
which are supported thereon in the same man
ner in which the switch plate 48 is supportedv
63 comprises a gate valve.‘ In Figure 1, the gate
valve is designated 64 and the stem 65 thereof
is provided with a rack 66 having a projection
61 at the end thereof. ‘The rack 66 is adapted 70
for constant engagement with the pinion 68
which is rigidly secured to one end of the rotor
shaft 69 of the electric motor 19, which rotor
shaft 69 has the hand wheel 1| rigidly secured to
the opposite. end thereof. By means of the hand 75
4
: 2,127,428
wheel 1I, when the motor 10'is tie-energized, the ‘
valve 64 may be opened, closed, or'adjusted mane ergization of the brush terminals of the motor 10.
ually in such'manner as may be‘ desired.
In addition to the ?uid operated reversing switch
The motor 10 is of the direct‘ current type and having switch plates 58, 59, 60 and 6|, this means
the coil of the brake 21, which is designated 12, ‘ also includes the valve actuated reversing switch
which has ‘the slide member 90 of inverted
U~shape which is adapted to be contacted adja
cent the end of each reciprocation of the valve
stem in either direction by the projection 61
which thus moves the slide member 99 either to
the left in order to. swing the
switch lever 9| about its pivot 92 in such manner
‘ that the contact
93‘ thereof will be engaged with
the contact 94 after'the valve has been opened
and will be engaged with the contact 95 after
and is connected by means of wire 80 with the
contact 8| of themanual ‘switch 83. The pri
mary circuit wire 16 is connected to the contact
82 of the manual switch 83. 'I'helmanual switch
83 is a double-bladed knife
'
the valve has been closed. Electrical connection
is provided between the contact 93 of the lever 9I
and the wire 96 which is connected to the posi
tively energized wire 81. When the primary cir
cuit switch and the manual switch are closed, the
contact 93 will always be positively energized.
The switch contact 94 is connected by means
of wire 91 with the contact 98 of the ?uid operat
ed reversing switch, and the opposite contact 99
of the ?uid operated reversing'switch is connected
by the wire I00 to one brush terminal of the
motor. 'The opposite brush terminal is connected
by wire ml to the reversing switch contact I83,
while the opposite switch contact I62 is connected
by means of wire I94 to the wire 15.
In the position of parts illustrated in Figure
1, the motor 18 is inoperative, but, upon the 30
operation of the primary circuit switch to bridge
‘contacts 18 and 19 with the switch plate 48, a
‘circuit is'completed from the positive branch
wire 11, through wire 81, wire 96 and contacts -,
' 93 and 94 through ‘wire 91 to contact 98, through
storage battery or ‘any other-suitable source of '
direct current. The opposite terminal 86 of the
manual switch 83 is connected to the negative
side of the source of power 85. Whenever the
manual switch 83 is closed, the contacts 8| and
other blade of the switch.
'
Upon further connection of the contacts 18 and
19_by the switch plate 48 of the primary circuit
switch, a circuit is completed for energizing the
brake coil 12, which‘ circuit extends as follows:
from the positive side of the source of power 85,
from contact 84, through one switch blade to con-v
tact 8!, through wire 80 to contact 19, through
switch plate 48, through branch wire 11 to wire
14, through brake coil 12, back through wire 13,
through wire 15 and‘ wire 16 to contact 82,
through the other switch blade to? contact 86 and
thus to the negative side of the source of power
switch plate 58 ‘to contact 99, through wire I09
to contact I83, through'switch plate 59 to contact
wires I04 and 15 to negative 40
‘wire 16. Thus, upon
the closing of the primary
‘ I82 and through
85. Therefore, whenever the manual switch 83‘ circuit switch, the motor will rotate in such di
and the primaryv circuit switch are closed, the
branch wire 11 and the wire 16 are'energized,
the branch wire 11 being positive and the wire
16 being negative. ‘,AISO, whenever the wire 16
and the wire 11 are thus energized, the brake coil
12 is also energized. Whenever, the switch 83
rection that the pinion 68 will cause reciproca
tion of the rack 68 and the supporting valve stem
65 to the left, as seen in Figure l. Adjacent the 45
end portion of this reciprocation, the switch le
‘ver 9I will be swung clockwise about its pivot
92, whereby to engage the contact 93 thereof
with the contact 95.
The wire I04 is connected by the wire I95 50
with the contact I66 of the ?uid operated revers
ing switch and the opposite contact I 01 of the
reversing switch is connected by the wire I88
with the wire I88. The valve actuated reversing
switch has the contact 95v thereof connected by
fluid from the cylinder of the ?uid engine 43.
The positive branch wire 11 of the primary cir
cuit is connected by the'wire 81 with the wire 88
which leads to the positive terminal of the wind—
ing of the motor 10. The negative wire 16 is con
nected to‘ the-wire 89 which leads to the negative
(55 terminal of the winding of the motor 10.
Upon energization of the wires 16 and 11, the
60
The opposite reversing
switch contact H4 is connected by means of wire
I I5 with the wire I (II which leads to the brush
terminal of ‘the motor 10. Electrical connection
between the contact 95 and the contact I I3 de
wire 88 will be positively energized and the wire ‘ pends upon the bridge of the contacts I I8 and
89 will also be negatively energized.
III by the switch plate 33, and this bridging of
In order to reciprocate the valve ‘stem 65 to 'the'contacts H0 and III depends upon main
tenance of sui‘n‘cient pressure in the cylinder of
the right, it is necessary that the motor 10 ro
the ?uid engine 30 to overbalance the spring 34
tate in one direction, while, in order to recipro
cate the valve stem 65 in the opposite direction thereof. Therefore, after the above operation 70
to close the valve, it is necessary that the sense of the motor to close the valve has occurred and
the contacts 93 and 95 are engaged, the circuit
of rotation of the‘ motor be reversed. For this
between the contact 95 and contact II3 will be
purpose, meansis provided for reversing the en
broken due to the fact that the circuit between
75
2,127,428
contacts Ill] and Ill will not be completed until
restoration of predetermined pressure in the air
brake train line.
The reduction of pressure in the air brake
train line necessary to cause the above-described
operation of the motor 1|] to closevthe valve 54
5
switch plate 33will remain disengaged from the
contacts H9 and Ill and the coil 12 of the track
plate 58 from engagement with the contacts 98
and 99, and the switch plate 59 from engagement
with the contacts I02 and I93. The switch plate
15 69 will bridge the contacts I98 and H31 and the
switch plate 8| will engage and bridge the con
brake 21 will have become energized as soon as
the contacts 18 and 19 are engaged by the switch
plate 48. The track brake 21 will then be posi
tioned and applied by energization, the valve will
be closed and the primary circuit which energizes
the brake 21 will also be closed. The valve open
ing circuit will be opened because of the separa
tion of the switch plate 33 from the contacts Ill)
and Ill. After the escape of ?uid from the cyl
inder of the ?uid engine 54, the valve opening
circuit will be otherwise complete.
Immediately upon restoration of pressure inthe
air brake train line I, the relay valve slide l5 will
block the pipe I9 and vent the ?uid engine 20
tacts M3 and H4. When the ?uid operated re
versing switch is in this position, a circuit from
through the relay valve exhaust pipe 23. Simul
taneously, the switch plate 33 will be engaged
and engage the contacts 93 and 95 will also cause
suf?cient reduction of pressure in the ?uid en‘
gine 54 to permit the spring 56 to draw the piston
10 51 of the ?uid operated reversing‘switch down—
wardly in such manner as to separate the switch
the negative wire 16 will be completed through
20 a wire 15, wire I84, wire I05, contact I08, switch
plate 59, contact I81, wire I08 and wire I99 to
the brush terminal which was previously posi
tively energized, but which is now negatively
energized. A circuit will be completed from the
25 other brush terminal through wire l?l, wire H5
to contact H4, through switch plate 8!, con
tact H3, wire H2, contact Ill, switch plate 33,
contact I [8, wire I99, contact 95, contact 93, wire
with. the contacts H9 and ill.
Due to the re
striction provided by the one-way valve 31 and 20
check means 39 and 52, the switch plates 88 and
6| will remain in engagement with their re
spective contacts and the switch plate 48 will
likewise remain in contact with the contacts 19
and 19 for such time as to permit of suf?cient
energization of the motor 19 in proper direction
to cause reciprocation of the valve stem 65 to
ward the right in order to open‘ the valve.
98, wire 81 to positively energized branch wire
During the latter portion of this reciproca
11 to reverse the previous energization of the
tion, the contact 93 will again be placed in en
brush terminals. of the motor 19. As explained
above, this circuit will not be completed until
su?icient pressure has been restored to the air
gagement with the contact 94 and subsequently,‘
due to restoration of ?uid in the ?uid engine 43,
30
the switch plate 48 will be removed from engage
ment with the contacts 18 and 19 to interrupt the
tacts H8 and III by the switch plate 33.
primary circuit and to tie-energize the brake coil 35
12 and subsequent to this, the restoration of ?uid
Operation
pressure in the ?uid engine 54 will cause suffi
With the parts in normal position, as illus
cient upward movement of the piston rod 51 to
trated in Figure 1, reduction of the pressure in place the parts of the ?uid operated reversing
40
the train line caused by the occurrence of rup~
switch in the position illustrated in Figure 1.
#10 ture thereof or by rupture of the hose connec
The
rate
of
passage
of
?uid
in
either
direc
tions 3 or separation thereof from other con
nected hose connections, or by operation of the tion through the check means 39 and 52 may be
varied, as described above, by provision of a rub
brake valve 5, the track trip valve l I, or the con
ductor’s valve 9, pressure in the relay valve l4 ber disk having a suitable aperture for this pur
will be reduced to permit the spring 18 to urge pose. Likewise, the adjustment of the switch
plate 48 on the piston rod 46, and of the respec
the slide upwardly into such position as to per
mit the ?uid engine 29 to position the brake tive switch plates 58, 59, 69 and El on the piston
rod 51, along with variation of the characteristics
shoe 21.
and length of the springs 49 and 92, provides 50
Simultaneously, the fluid engine 39 will oper
means whereby the operating characteristics of
ate to remove the switch plate 33 from engage
ment with the contacts Ill] and Ill and thus the respective switches may be widely varied
open the valve opening circuit. Fluid will es
and/or adjusted.
A preferred form of valve actuated reversing
cape from the ?uid engines 43 and 54, but, for
switch is illustrated in Figures 2 and 3, wherein 55
the reasons pointed out above, the rate of es
cape from the ?uid engine 43 will be substantially ‘ is provided, as shown, a box-like frame H6
greater than that from the ?uid engine 54, having a suitably insulated binding post H1 in
whereby the switch plate 48 will close the pri
the top wall thereof for connection of the wires
mary circuit by bridging the contacts 18 and 19. 81 and 96 and having in one side Wall a suit
Due to the relatively slow downward movement ably insulated binding post I l8 having the switch 60
60 of the piston rod 51, the switch plates 58 and
contact 94 integral therewith and adapted to have
59 will remain in engagement with their re
the wire 91 connected thereto. In the opposite
spective contacts and the energization of the side wall is disposed the binding post H9 which
motor 19 will, as above described, take place to is similar to the binding post H8 and which
cause reciprocation of the valve stem 65 to the is provided with the integral contact 95 and
left to close the valve. The rate of escape of
which is adapted to have the wire H19 connected
?uid from the cylinder of the ?uid engine 54 thereto. The frame H5 is provided with four
will be such that the reciprocation of the valve screw-threaded ears I29 which are adapted to
stem 55 will be accomplished by the motor before provide means of connection and support for the
the switch plates 58 and 59 are removed from front cover plate IZI which is secured thereto
engagement with their respective contacts.
Adjacent the end of the leftward traverse or by means of screws in. Supported between the‘
opposite side walls at the lower end of the frame
reciprocation of the valve stem 85, the coopera
I I8 is the bifurcated bracket l23 which is secured
tion of the projection 61 thereof with the slide
to the respective side walls by screw bolts I24
member 99 will place the contact 93 of the switch
and which has concentric bores in the respective
brake train line I to cause a bridging of the con
ea, lever 9| .in engagement with the contact 95. The
6
2,127,428
furcations I25 and' I26, through whichextends
the pivot bolt I21.
'
The lower portion of the switch lever comprises
a metal member I 28 provided at its lower end
with an aperture adapted to receive the pivot
bolt I21 provided adjacent its central portion
with an arcuate
upper end with a
which is secured,
10 like, the member
slot I29 and provided at its
pair of furcations I30, between
by means of rivets I3I or the
I32 which comprises a bar of
suitable insulating material havingjthe double
lever arm switch contact member 93 attached to
its upper end. The member 93 is provided with a
binding post I33, to which is attached the lower
end of the wire 96 which has its upper end se
cured ‘to the binding post I I1.
Also pivotally supported upon the pivot bolt I21
is the snap'lever I34 having the pin member I35
secured in an aperture in the upper end thereof
by drive ?t. The forward end of this pin mem
ber is cylindrical and extends through and beyond
the arcuate slot I29 in the metal member I28.
Rearwardly of the snap lever I34, the pin member
I35 is provided with an enlarged portion having
thereon a step adapted to receive one end of the
tension spring I36 which has its opposite end se
cured in the eye bolt I31 which is secured in the
bottom side wall of the frame I I6. Disposed for
wardly of the members I28 and I34 are apertures
in the opposite side walls of the frame I I6 through
which extend the connector bar I39 which is
supported by out-struck ears I38 adjacent the
apertures in the side walls of the frame II6.
This connector bar is adapted to be suitably con
nected at its left end with the valve stem 65 in
any suitable manner so that reciprocation of the
valve stem 65 will cause like reciprocation of the
connector bar I39. The connector bar I39 is
provided with a slot I40, into which the pin
member I35 extends, as shown in Figure 3.
During the above described operation of the
electric motor operated valve, the connector bar
I39, during its‘reciprocation,‘ will engage the op
posite sides of the pin member I35 with the op
65 posite end surfaces of the slot I40 whereby, ad
jacent each end of the reciprocatory movement,
the pin member I35 will be carried from one end
of the arcuate slot I29 to the opposite end there
of, or rather past the dead center therein and,
after the pin I35 has passed the central portion of
the arcuate slot I29, the tension‘ of the spring
I36 will draw it to the opposite end of the arcuate
"i
slot I29. Therefore, at a predetermined point,
adjacent each end of the reciprocation of the
connector bar I39, the switch contact 93 will be
quickly swung either from the contact 94 to the
contact 95, or from the contact 95 to the con
tact 94.
-
In Figure 4, the valve MI is provided with a
60 cylindrical threaded sternv I42 having a centrally
vi
screw-threaded gear I43 disposed thereabout and
retained in position by the guide means I44 in
tegral with the valve body. The pinion 68 on
the rotor shaft 69 of the‘motor, 10 is adapted to
mesh with the gear member I43 in order to open
and close the valve.- Theopposite end of the
rotor shaft 69 of the motor 10 is provided with
the hand wheel H and the motor 10 is adapted to
be operated and controlled in the same manner as
70 the motor 10 illustrated in Figure 1 and described
above.
At its outer end, the valve stem I42 is pro
vided with a projection I45 in the form of a pin
which is adapted to receive a complementary
75 aperture in the connector bar I39 which is se
cured thereon by means of the washer I46 and
cotter pin I 41. If desired, any other suitable form
of projection as, for instance, a projection simi
lar to the projection 61 of the valve stem 65 in
Figure 1, may also be provided.
Cl
The details of a preferred form of fluid oper
ated reversing switch are illustrated in Figure 5,
wherein the panel I 48 is provided for supporting
the parts thereof. The ?uid engine 54, as there
in shown, comprises a ?anged cylinder casting I49 10
provided with supporting ?anges I50. The cyl
inder casting is provided with a cylinder I5I be
low which is disposed a ?uid chamber I52. The
top of the cylinder is closed by the cylinder cap
I53 provided with a central bore or aperture I54
for slidably» receiving the piston rod 51. The
lower end of the piston rod 51 is provided with
a suitable reduced and screw-threaded portion
upon which is disposed the piston 55 which is‘
secured thereon by means of washer I55 and nut
I56. Disposed about the lower end of the piston
rod 51 and between the inner surface of the cyl
inder cap I53 and the upper surface of piston 55
is the compression spring 56. An adjusting screw
I51 is suitably screw-threaded through the lower 25
portion of the casting I49 and provided with a
suitable lock nut I53. This adjusting screw is
adapted to' provide means for limiting the down
ward movement of the piston 55 in the cylinder
I5I in predetermined manner. The ?anges I59 30
of the casting I49 are secured by means of bolts
I59 to the panel I48. The upper end of the piston
rod 51 is provided with a smooth cylindrical por
tion adapted to be received in a suitable bearing
aperture provided in the bearing bracket I60
which is rigidly secured by means of bolts I6I
to the panel I48.
The piston rod 51 is screw-threaded throughout
a substantial portion and the respective switch
plates comprise cylindrical metal members I62 40
having rigidly attached and preferably shrunk
on conducting sleeves I63 of suitable conducting
material. The cylindrical metal members I62
may be adjusted axially of the piston rod 51 by
being screwed therealong and may be locked in
desired position by means of lock nuts I64 dis
posed above and below each member I62.
Although only the switch plate 6I is shown in sec
tion in Figure 5, the construction of members
58, 59 and 60 is identical with this showing.
Disposed at each side of the piston rod 51 and
secured to the panel I48 by bolts I 65 is a con
tact support member I66 of L-section having ad
jacent the inner and outer surfaces thereof a
sheet of insulating material I61. Suitable reg
istering apertures are provided, which extend
through the sheets I61 and the interposed ?ange
of the contact support member I66 and through
each of these apertures extends a bushing I 68
of suitable insulating material.
60
Supported within each of the bushings I68
is a cylindrical contact support member I69
provided with an inwardly disposed ?ange I19
and a central aperture I1I at its inner end,
adapted to receive the reduced end portion of a
contact member I12 which has an enlarged head
which is received in the bore I13 of the contact
support member. The cylindrical hollow por
tion of the contact support I69 extends outwardly
beyond the outer insulating sheet I61, and a lock 70
nut I14 is screw-threaded thereon and separated
from the outer end of the bushing I68 and the
outer surface of the insulating sheet I61 by means
of the insulating washer I15. By this means, the
contact support member I69 is fully insulated 75
7
2,127,428 ,
from the contact support member I66. Screw
threaded in the outer end of the contact support
hicle in a train including one or more trailer
I69 is a plug member I16 having a reduced screw
tractive vehicles in such a train or to each ve
vehicles, that it may be applied to a plurality of
hicle in a train made up solely of traction ve
threaded portion which is adapted to ‘re
ceive suitable nuts for securing the appropriate hicles. Furthermore?n either of the latter cases
wire thereto. Interposed between the head of the ‘ it will; of course, be understood that the oper
ation of the valves and the control thereof may
contact member I12 and the inner end of the
member I16 iSi a compression spring Ill which is be accomplished manuallythrough operation of
adapted to resiliently urge the contact member the hand Wheel ‘H on‘the motor shaft or that the
above-described mechanism may be made inoper~
10 \ H2 inwardly toward the appropriate switch plate.
While only one of these contact members, namely, ative upon any one or more of the equipped ve
that ‘diagrammatically designated H3 is shown, hicles by manual operation of the switch 83 to
the construction and support of the other contact isolatethe source of power 85 from the primary
circuit of the operating mechanism.
members is identical therewith.
Inthe use of the word “fuel" in the above
‘As above explained, the respective switch plates
description and appended claims, steam is com
or contact members 58, 59 and 66 may be ad
prehended.‘
'
justed, as desired, axially with respect to the pis
It will be understood that the above described
ton rod 51. Likewise, the position of these mem
bers with respect to the contact members may structure is merely illustrative of the manner
in which the principles of our invention may be
20 be also adjusted by adjustment of the adjusting
screw I51 which limits the downward movement utilized and that we desire to comprehend within
our invention such modi?cations as come within
of the piston rod 51. By this means, the oper
the scope of the claims and the invention.
ating characteristics of the ?uid operated re
Having thus fully described our invention, what
versing switch illustrated in Figure 5 may be
251 varied,. within rather wide limits, as desired. we claim as new and desire to secure by Letters
Limitation of the downward movement of the
piston 55 in the cylinder l5l by means of the ad
justing screw [5’! increases the capacity of the
fluid chamber I52 and also increases the initial
30 compression of the spring 56. The cooperation
of the switch plates or contact connecting mem
bers 58, 59, 60 and 6| with their respective con
tacts is otherwise, during operation, the same
as that of the form of ?uid operated switch il
lustrated in Figure 1 and described above.
In Figure 8 we have illustrated a preferred
form of valve opening circuit interrupter switch
which is a part of, and which is operated by, the
relay valve M. In this construction, the piston
40 ,rod 32, which supports the switch plate 33 for
engagement with and disengagement from the
contacts I I0 and III of the valve opening circuit,
is rigidly attached to the slide l5 of the relay
valve Hi.
When the slide I5 is retained in its
45 lower position by pressure from the train line I,
the switch plate 33 engages the contacts I Hi and
‘ III to complete the valve opening circuit; when
the valve slide l5 moves upwardly to cause the
air engine 2!] to position the brake 21, the switch
plate 33 is disengaged from the contacts Ill] and
II I to interrupt the valve opening circuit.
It will be noted that a resistance element 14a
has been provided in the brake coil energizing
circuit. While this resistance element has been
55 ,shown as inserted in the wire 14, it may, of
course, be inserted in the wire 13. The resist
ance value of the resistance element ‘Ma is nor
mally ?xed and is preferably susceptible of ad
justment to permit the brake energizing circuits
60 of the respective connected vehicles of a train
to be balanced. By so balancing these circuits,
uniformity of braking is secured throughout a
train.
It will, of course, be understood that, where
t the air brake train line I is connected to simi
lar air brake train lines of adjacent vehicles in
the train by means of the hose connections 3,
application of any track brake shoe upon any
connected vehicle in the train will, through re
70 duction in the pressure of the one train line
which includes the air brake train line I, cause
the above-described operation of the valve clos
ing means to shut off power in the traction ve
hicle. It is contemplated that the principles of
75 this invention may be applied to the tractive ve»
Patent is:
10
15
20
25
'
1.'In a. railway vehicle, electromagnetic track
brakes, a fuel supply line, a valve in said supply
line, and electrical means responsive to ener
gization of said track brakes to close said valve.
30
2. In a railway vehicle, track brakes, a fuel‘
line, a valve in said fuel line, means for opening
and closing said valve. comprising a reversible
electric motor, and a common circuit for ener
gizing said electric motor and said track brakes. 35
3. ma railway vehicle, track brakes, a fuel
line, a valve in said fuel line, means for opening
and closing said valve comprising a reversible
electric motor operatively connected to said valve,
a common circuit for energizing said track brakes
and said motor, and means for operating said
valve ‘independently of said circuit ‘comprising
manual means for operating said motor inde
pendently ‘of the energization thereof.
4. In a railway vehicle, a track brake adapted 45
for‘application by energization of the coil there
of,‘ a fuel line, an electrically operated valve in
said ‘fuel line, a common circuit for energizing
said brake coil and said electrically operated
valve,‘and a ?uid operated circuit switch for said 50
circuit.
5. In a railway vehicle, an air brake train line,
a track brake adapted foriapplication by ener
gization of the coil thereof,‘ a fuel line, an elec
trically operated valve in said fuel line, a common 55
circuit for said brake coil and said electrically
operated valve, and a fluid operated, circuit switch
responsive to the pressure in said air brake train
line for opening and closing said common circuit.
6. In a railway vehicle,‘ an air brake train line,
a track brake adapted for application by ener
gization, a fuel line, a valve therein, reversible
electric means for opening and closing said valve,
a common circuit for energizing said brake and
said electric means, and switch means responsive 65
to reduction of pressure in said train line for clos
ing said circuit to cause energization of said brake
and energization of said electric‘ means to close
said valve.
'7. In a railway vehicle, an air brake train line, 70
a track brake, means‘ responsive to reduction of
pressure in said train line for automatically posi
tioning said brake adjacent a rail, a fuel line, a
‘valve in said fuel line, electric means for opening
and closing said valve, a common circuit for ener 75
8.
2,127,42s ~
gizing said brake and said electric means,- ‘and. vI ly responsive to pressure in said train line to close
switch means responsive to the pressure. in said.v '
the valve opening. circuit upon. restoration of
train line for opening and closing .said common ‘ pressurev in said train line above apredetermined
circuit. ‘
value.
8. In a railway vehicle, an .air brake train line', '. '
14. In a railway vehicle, an air train line, a CI
a track brake, means responsive to reduction of
pressure in said train line for automatically posi '‘ fuel line, a valve in said fuel line, a reversible elec
tric motor operatively connected to said valve, an
tioning said brake adjacent a rail, a. fuel line; a electromagnetic track brake having a coil, a com
valve in said fuel line, electric motor means for mon circuit for simultaneously energizing said
10 opening and closingsaid valve, a common circuit.
brakecoil ‘and said motor, a ?uid operated pri
for energizing said brake and said electric motor mary switch in said circuit responsive to pressure 10
means, and switch means responsive to reduction-v :in said train line for opening and closing said-cir
of pressure in said train line for closing said com—“ 1
mon circuit to cause energization of said brake -
(and said electric motor means.
9. In a railway vehicle, an air brake train-line,
a braking means responsive to reductionof pres- ,.
cuit, a reversing switch in said circuit operated by
said valve, a ?uid operated switch in said circuit
responsive to they pressure in said air train line 15
for determining the brush terminal connections
of said motor, a fluid operated interrupting switch
sure in said train line for causinglapplication of in the valve opening circuit and responsive to '
said brake, a fuel supply line, a valve in‘ said‘ pressure in said train line, and ?uid check means
v‘supply line, and means adapted upon application :-' between said primary switch and said train line
20
of said brake automatically to electrically close ,, to control the speed of operation thereof.
said valve and adapted upon restoration of pres: >
15. 'In a railway vehicle, an air train line, a
sure to said air train line'automatically to. elec- ,
fuel line, a valve in said fuel line, a reversible
trioally re-open said valve.‘
'
electric motor operatively connected to said valve,
‘PI: 10. In a railway vehicle, an air train line, a-fuel ‘ran electromagnetic track brake having a coil,‘ a
line, a valve in said fuel line, reversible electric common circuit for simultaneously energizing 25
means for openingand closingzsaid valve,‘ a cir
said brake coil and said motor, a ?uid operated;
cuit for said electric means, and. ?uid operated primary switch in said circuit responsive to pres-'
switch means in said circuit responsive to the '
sure in said train line for opening and closing said '~
pressure in said air train line for automatically
energizing said electric means to close said valve
upon reduction of pressure in‘ said train‘ line a
predetermined amount, and to open said valve
upon restoration of pressure in said train line;
co LA above a predetermined value.
= ‘
circuit, a reversing switch in said circuit oper
30 ‘'
ated by said valve, a ?uid operated switch in said 1
circuit responsive to the pressure in said air train‘ ‘
line for determining the brush terminal connec
tions of said motor, a ?uid- operated interrupting
switch in the valve opening circuit and responsive
to pressure in said train line, and ?uid check
means between said air train line and said pri
11. In a railway vehicle, an air train line, a fuel
line, a valve in said fuel line, electric motor means‘
for opening and closing said valve, a circuit for - mary switch and ?uid operated reversing switch
said electric means, and ?uidoperated switch to limit the speed of operation thereof.
‘means in said circuit ‘responsive to thepressure
16. In a railway vehicle, an air train line, a
in said air train line, said last-named means be
ing adapted automatically to cause operation of fuel line, a valve in said fuel line, a reversible
said motor means in one direction to close said
valve upon reduction of pressure in said train
45 line below a predetermined value and adapted to
cause operation of said motor means in the op
electric motor operatively connected'to said valve,‘ ~
an electromagnetic track brake having a coil,
a common circuit for simultaneously energiz
ing said brake coil and said motor, a ?uid op-' 45
aerated primary switch in said circuit respon
posite direction to open said valve upon restora- '
sive to pressure in said train line for opening and
tion of pressure in said train line-above a predee
closing said circuit, a reversing switch in said ‘
termined value.
circuit operated by said valve, a ?uid operated
50 I; f; 12. In a railway vehicle, an air train line, a fuel switch in said circuit responsive to the pressure
50
line, a valve in said fuel line, means for opening
and closing said valvecomprising a reversible in said air train line for determining the brush
terminal connections of said motor, a ?uid oper
electric motor operatively connected thereto, a ated interrupting switch in the valve opening cir
circuit for said electric motor, and ?uid operated
switch means in said circuit, said switch means
being responsive to the pressure in said air train
line for automatically causing rotation of said
electric motor in one direction to close said valve
upon reduction of pressure in said train line below
60 a predetermined value and to cause operation of
said motor in the opposite direction to re-open
said valve upon restoration of pressure in said
train line above a predetermined value.
13. In a railway vehicle, an air train line, a fuel
line, a valve in said fuel line, a reversible electric
motor operatively connected to said valve, an elec
tromagnetic track brake having a ,coil, a common
circuit for energizing said brake coil and said
motor, a primary switch in said circuit responsive
to pressure in said train line to open and close
said circuit, a reversing switch in said circuit
operated by said valve, a ?uid operated switch in
said circuit responsive to the pressure in said air
train line, and a ?uid operated valve opening cir
75 cuit interrupting switch in said circuit immediate
cuit and responsive to pressure in said train line,‘
and ?uid check means and one-way valve means 55
disposed between said primary switch and said
train line and between said ?uid operated revers
ing switch and said train line to determine the
sequence of operation of said switches.
17. In a railway vehicle, an air train line, a fuel 60
line, a normally open valve in said fuel line, and
electrical means responsive to reduction of pres
sure in said air train line below a predetermined
value for automatically closing said valve.
18. In a railway vehicle, an air train line, a
fuel line, an electrically operated valve in‘said fuel
line, means responsive to reduction of pressure
in said air train line below a predetermined value
for automatically closing said valve, and means
responsive to restoration of pressure in said air 70
train line above a predetermined value for auto
matically re-opening said valve.
19. In a railway vehicle, an air train line, a
brake valve connected to said air train- line, a
conductor’s valve connected to said air train line,
I
2,127,428
a track trip valve connected to said air train
line, a fuel line, a valve in said fuel line, means
for electrically opening and closing said valve,
said last-named means being responsive to re~
duction of pressure in said air train line through
operation of one of said valves therein to auto
matically ‘cause said valve operating means to
close the valve in said fuel line.
20. In a railway vehicle, an air train line, a
10 brake valve connected to said air train line, a
conductor’s valve connected to said air train line,
a track trip valve connected to said air train line,
a fuel line, a valve in said fuel line, means for
electrically opening and closing said valve, said
last-named means being responsive to reduction
of pressure in said air train line through opera
tion of one of said valves therein to automatically
cause said valve operating means to close the
valve in.said fuel line, said valve operating means
9
including a manual control for manually opening
and closing said valve independently of said elec
trical valve opening and closing means.
21. In means for electrically controlling a fuel
valve, a stem in said valve, a reversing switch Cl
having a swingable lever electrically connected
in a power circuit, a pair of spaced contacts dis
posed in the path of said lever, each of said COIL
tacts being adapted when connected to said lever
to energize a valve operating means in an oppo
site direction, and a projection on said valve stem
adapted upon the approach of said valve stem to
an extreme position to automatically remove said
lever from engagement with one of said contacts
and place it in engagement with the other con
tact, whereby to reverse the operating circuit for
said valve stem operating means.
THEODORE H. SCHOEPF.
DAVID M. RITCHIE.
10
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