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Патент USA US2403938

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juli? ÉD M4@
A_ L_ MACAN
2,403,938
AIR BRAKE SIGNAL SYSTEM
File-¿April 17, 1943
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ßnventor
„Zecca
Patented July 16,k 1946
2,403,938
BRAKE SIGNAL. SYSTEM
Albert L. Maca'n,Í La Grange, Ill.,'.assignorïtoï Gen
;eral Motors Corporation, Detroit,":~Mich.,â aîcor
poration of Delaware
"Application'April 17, 1943,“‘S'erial'No.^' 483,516
4 Claims.
(Cl.'177---311)
"'»The-l present invention `relates to locomotive air
‘pipeMP »and the'brake pipe‘BP to control the
pressure therein. "The connectionfbetween'the
Aengineer’s valve and brake pipe 'includes'pipes
f-brakelsystems and more'particularly to indicating
"means therefor.
:It'ihas been found thatï the conventionalv pres
`sure operatedgauges included in air brake sys
Ltemsf are inadequate for properly indicating cer
‘tainconditions in `the brake ‘pipe of the locomo
I ,andi 3 and la“ pneumatically actuated -electrical
CII v»signal control Vswitch/'C for» controlling v‘anfelec
»trical‘ signal S- locatedI in the locomotive cabgnot
shown,»adjacent the engineerv’s valve. ‘The signal
'tivefand'train' brake pipe line yconnected thereto,
"S may be a signalflampgas shown, or «any other
fespeciallyy on’locomotives provided with large ca
ïpacity compressors-capable of maintaining nor
'mal pressure 'in the.~ train pipeof long trains of
‘.cars'zornpartialfnormal pressure portions in the
Y.trainipipeupon'a reduction` in pressure therein
due to leaky or brokenltrainline connections or
.upon :s operation of thecondu'ctor.’s valve atthe
>typeof visual oraudïible indicator, as‘desired.
rear end of. the; train.
The> engineerfs valve is connectedl in conventional
manner to» an’automatic feedfvalvelF-'V‘so that
whenf the engineer’s valve-ismoved tothe run
ning position air will be supplied'tothe brake and
train pipes through‘the> feed' valve 'FV' and 'the
engineer’s valve atfa `normal- rate of flow, and
`
v.The principal object-.of the -present invention
is to provide a-simple- airvbrakesignal `system
»which is :readily installed in conventional air
.brakesystems andvwhich responds promptly to 20
normal and .abnormal conditions of air ñow to
.thelocomotivebrakepipe and train'pipe from
.the mainairreservoir and compressor on the
locomotive.
when the engineer’sèvalve‘is moved to the full
release position air will ‘be'supplied’at an in
creasedV rate to these pipes directly through'the
engineer’s valve >from the‘main reservoir pipeV MP
to obtain’qui'ck charging ofthe train pipe. `The
'feed valve FV is adjusted in a well known manner
to open‘ and close automatically in order to'main
tain normal pressure in the brake and train pipes.
Movement of ’the'engineer’s valve to the service or
Theairbrake .signal system and connections 25 emergency application positions . causes a slower
by whichthe aboveobject is accomplished will
"or faster'release` of thepressure in the brake and
become apparent -by reference to the following
.train pipes to ‘obtain a'service or emergency air
detailed description vandaccompanying drawing
'brake application.
.illustrating oneform of locomotive air brake sig
.The pneumatically actuated. signalling control
nal system which'has been found to satisfac 30 .switch
C is electrically connected. >inseries with
torily 'indicate the conditions occurring in the
al
battery
Band thesignalS by electrical con.
train' brake pipe of long trains of cars.
Figure 1 of the drawing is a diagrammatic View
showing the air> brake signal system arid its con
ductors 5, 'land 9. `.This controlswitch, as best
shown in'Figures2,.3,»4 andV 5,.comprises a hollow,
.inverted .Teshaped housing~II-provided with a
~`nections with a portion of conventional' locomo
tive air brake system.
Figure 2 of the' drawing is a longitudina1 trans
verse sectional view taken on line 2-2 of Figure 3
7 horizontal air passage I3 of rectangular cross
.section and a vertical passage I5 of circular cross
section. The pipes- I.a;nd.3 are threaded in open
conventional manner between a main-‘reservoir
«air'ïflowing through this passage' in~either`direc-
ings in~ the oppositeends of the airpassage. I3
'.'to show certain ofthe details of the pneumatically
andan electrical switchfmechani-sm of a‘well
actuatedsignal. control switch.
40
-iknown-.typato bey described, .is mounted in the
‘ Figure 3 is atransverse 'sectional yview- taken on
vvertical passage I5. The pneumatic actuating
‘line 3--3' of Fig; 2.
means for the switch mechanism comprises‘a
Figure 4' is an enlarged view taken on line 4-#4
shaft I'I which is mounted insuitable bearing
'of Fig. ' 2v with'parts broken awayîand
-portions in the housing II for rotationabout' an
’ Figure 5’ is> an enlargement ` of» a -portion of
axis extending transversely across therupperpor
-Figure 2 withparts broken away‘and in‘section.
vtion'of the‘horizontal passage I3 immediately
' InîFigure l theportion of a conventional> air
adjacent the vertical passage I5, and a, .cam I9
‘b-rake‘ ‘system " for 'a locomotive, shown,' includes
and vane 2l are secured on the. shaft Il. rIihe
only the'means by 'which-air is -supplied to or
releasedifrom the locomotive brake pipe and train 50 vane 2l.~ is rectangular in. shape and its area is
less than the area of the horizontal passage I3
pipe. ~The"` locomotive brake pipe'is indicated at
soïthat it normally hangs. vertically downward
LBP and a` portionv of the train pipe TP is shown
across thehorizontal passage and is therefore
'connected'theretof by airhoses in conventional
‘mannen AThe engineer’s valve EV is connected in
‘moveable angularly fromI this normalposition by
2,403,938
4
tion, thereby to cause rotation of the shaft I1
and cam I9.
Centering means, shown best in Figure 3, are
provided to normally retain the vane 2| in the
vertical position. as shown, and to oppose move
ment thereof fromv this position by horizontal or
are threaded into the upper face of the housing
I I to hold the cover plate in sealing contact with
this face and to also hold the annular sealing
The
surface EI of the cap member 59 in sealing con
tact with an internal sealing surface of the ver
tical housing passage I5. With the cover plate
5i and cap member 53 secured to the housing in
the above described manner, n0 leakage of air
can occur from the vertical housing opening I5
and the lower end of the push rod 41 is biased
downwardly into contact with th‘e cam I9 by
action of the flexible contact arm 39 on the tog
gle mechanism 43-45, which is then biased down
wardly into Contact with the upper end of the
insulating bushing 43 on the pushI rod.
The cam I9 is formed so that it will move the
springs 23 and 25 are connected between the shaft
push rod 41 upwardly and close the contact points
vertical vibrations of the locomotive.
The vane
is moveable relative to the horizontal air passage
I3 in the housing I when air flows therethrough
at rates less or greater than the normal rate of
charge or discharge of the brake and train pipes.
The centering means comprises two opposed heli
cal springs 23 and 25 arranged concentrically
with respect to one end portion of the shaft I1
which projects through an opening in one of the
shaft bearing portions of the housing.
I1 and a, member 21 shown clamped in a counter
lll-42 to cause illumination of the signal lamp
bore 2i9i in the side of the housing I I by the gasket
S only when the vane 2I is moved counterclock
3| and a cap member 33 which are removably se 20 wise by a ilow of air to the brake and train pipes
cured to a side sealing surface of the housing to
at a predetermined charging rate through the
prevent leakage of air through the shaft opening.
feed valve .FV and engineer’s valve EV, with the
'I'he electrical switch mechanism, as has been
latter in the running position. The predeter
previously mentioned, is of a well known type.
mined rate is slightly greater than that required
This mechanism comprises a switch plate 35 of
to replenish allowable brake and train pipe leak
insulating material to which a contact bar 31 and
age. When the brake and train pipes are charged
a. flexible contact arm 39 of curved shape arev se
to substantially normal pressure the rate of ñow
cured, as best shown in Figures 4 and 5. The
through the control switch C is reduced to a value
contact bar 31 is shown fixed in spaced relation
such that the vane 2l will be moved back to its
to the lower face of the plate 35. One end of 30 normal position by the spring centering means
the flexible contact arm 39 is fixed to the under
23--25 to cause the switch contact points 4I and
side of the plate and is provided with a curved
¿l2 to be opened, thereby deenergizing the signal
portion 49 adjacent the fixed end and a contact
S to indicate to the engineer that the train pipe
point 4I secured on the free end. The flexible
is charged to normal pressure.
contact arm is of such shape that the contact
Ii the engineer’s valve is inadvertently moved
point 4I thereon is normally biased upwardly out
to the full release position after the train pipe is
of contact with a contact point 42 which is se
charged the resulting rate of air flow through the
cured to the contact bar 31. A two part toggle
engineer’s valve and control switch to the brake
mechanism 43--45 is operatively connected be
and train pipes causes reclosure of the switch'
tween the fixed and free end portions of the 40 contacts and illumination of the signal lamp to
flexible contact arm. A push rod 41, on which
indicate overcharging of these pipes.
an insulating bushing 48 is secured, is provided
It will likewise be apparent that with the en
for causing upward movement of the toggle mech
gineer’s lValve in the runnnig position, if the pres
anism in order to cause ydownward and outward
à sure is reduced in the train pipe below the nor
bending movement of the free end of the flexible
mal value due to leaky or broken connection or
Contact arm 39 with respect to the ñxed end,
operation of the conductor’s valve at the rear
thereby to cause the contact point 4I thereon to
end of the train, or upon movement of the engi
move into wiping contact with the Contact point
neel-’s valve to the service brake application posi
42 on the contact bar 31. The upper end of the
tion and then back to the running position the
push rod 41 is guided in an opening 49 in the
signal light will be illuminated as the feed valve
’ switch plate 35. The contact plate 35 is secured
FV will automatically open and allow air to flow
to the under side an insulating cover plate 5I by
through the control valve C to the train pipe
a pair of binding posts 52 and 53. Asbest shown
under each of the above conditions.
in Figures 1 and 4, the binding post 52 is con
It will be evident that when the engineer’s valve
nected by a conductor 55 to the fixed end of the
EV is moved to the service or emergency brake
flexible contact arm 39 and is also connected by
application positions to reduce the pressure in
the conductor 1 to one terminal of the signal
brake and train pipes that the vane 2l will be
lamp S. The other binding post 53 is connected
moved clockwise and cause the cam I9 to be
by a conductor 51 to the Contact bar 31 and is
`also connected by the conductor 9 to one ter 00 moved out of contact with the push rod 41 and
therefore the signal lamp S will not be illumi
minal of the battery B, the other terminal of
nated under these conditions of air flow to the
which is connected to the other terminal of the
engineer’s valve from the brake and train pipes.
signal lamp.
The above air brake signal system has been
The above described contact and contact closing
mechanism is enclosed in a lower cap member 59 65 found to operate in the manner described there
by enabling the locomotive engineer to be prompt
of insulating material which is of annular cross
ly informed of normal o1' abnormal conditions of
section and is also secured to the under side of
the air brake system, so that he may operate the
the cover plate 5l. The cap member is insertable
engineer’s valve to prevent overcharging1 or to
in the vertical, circular opening I5 of the hous
ing Il and is provided with an external annular 70 stop the complete train before it is parted by ex
cessive leakage in a portion of the train pipe or
sealing surface EI and an axial opening through
which the smaller diameter lower end portion of
upon operation of the conductor’s valve at lthe
the push rod 41 projects. The upper cover plate
rear end of the train; or to stop that portion of
5I is provided with suitable openings through
the train coupled to the locomotive upon parting
which' cap screws 63 extend, which cap screws
of the train.
»
i
2,403,938
5
l claim:
6
valve being adapted to act automatically to limit
l. An air brake system for a locomotive com
prising a source of pressure, a brake pipe, means
the rate of pressure ñow to the brake pipe to com
for controlling the pressure in the brake pipe and
charged to proper pressure to cause release of the
brakes, said engineer’s valve being movable to a
running position to connect the feed valve with
the brake pipe, and movable t0 full release posi
flow of pressure to and from the .pipe to cause
proper application and release of the brakes, said
means being connected between the source of
pressure and the brake pipe, a signal located ad
jacent the controlling means, two way pressure
flow responsive signal control means connected
between the pressure controlling means and brake
pipe, said flow responsive control means being
adapted to act in response to iiow in excess of a
predetermined rate necessary to compensate for
normal leakage of air from the brake pipe, and
control connections between said signal and sig
nal control means to cause operation of said sig
nal to indicate improper and dangerous condi
tions of leakage from the brake pipe and over
pensate for normal leakage and to keep the pipe
tion to cause an increase of pressure and rate of
charging of the brake pipe and quick release of
the brakes, and movable to service and emergency
braking positions to relieve the pressure in the
brake pipe to cause service and emergency appli
cation of the brakes, a Signal located adjacent
the engineer’s valve, air pressure flow responsive
signal control means connected between the en
gineer’s valve and brake pipe and control con
nections between the signal ilow responsive means
to cause operation of the signal to indicate
charging of said pipe.
dangerous conditions of leakage and overcharg
ing in the brake pipe.
2. An air brake system for a locomotive com
prising a source of pressure, a brake pipe, means
including pressure controlling means for said
4. An air brake system for a railway train com
prising a locomotive having a source of pressure,
a brake pipe, a feed valve and engineer’s valve
brake pipe, said controlling means being con
connected between the brake pipe and pressure
source, said feed valve acting automatically to
nected between the pipe and the pressure source
and including automatic means for limiting the
limit the rate of pressure flow and pressure in
flow of air pressure to the brake pipe to a pre
the brake pipe to preselected values to com
determined value to compensate for normal leak
pensate for normal leakage and to keep the brakes
age and to maintain yproper pressure therein, and
released, said engineer’s valve being movable to
manual means for permitting operation of said 30 a running position for rendering the feed valve
automatic means and for causing an increased
operative, and being movable to a release posi
rate of flow of pressure to or from said brake pipe
tion to cause an increase rate of pressure and
to cause quick application and relief of pressure
pressure llow t0 the brake pipe above the pre
in said pipe, a signal located adjacent the manual
selected values to cause quick release of the
control means, two way flow responsive signal 35 brakes, said engineer’s valve also being movable
control means connected between the pressure
to service and emergency brake application posi
controlling means and the brake pipe and control
tions to cause different rates of >pressure reduc
connections between the signal and signal con
tion in the brake pipe to cause service and emer
trolling means to cause operation of the signal
gency brake application, a signal adjacent the
40
only when there is excessive leakage from the
engineer’s valve, two way pressure íiow responsive
brake pipe when the automatic means is opera
signal control means connected between the en
tive, and to act also when the manual means is
gineer’s valve and brake pipe and control con
operated to cause quick charging of the brake
nections between the signal and signal control
pipe when the pipe is charged to proper pressure
means to cause operation of the signal to in
so that the signal operates to indicate overcharg 45 dicate dangerous leakage and overcharging con
ing of the brake pipe.
ditions in the brake pipe, and a train pipe con
3. An air brake system for a locomotive com
nected to the locomotive brake pipe for control of
prising a source of pressure, a brake pipe, a feed
the car brakes by the engineer’s valve and feed
valve and engineer’s valve connected between the
valve.
source of pressure and the brake pipe, said feed C1 O
ALBERT L. MACAN.
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