Патент USA US2403938код для вставки
juli? ÉD M4@ A_ L_ MACAN 2,403,938 AIR BRAKE SIGNAL SYSTEM File-¿April 17, 1943 ` ~ z\ ~ 5 I y A . ¿www? i? 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.