AU2002318891B2 - Low wattage, high flow electrical control valve - Google Patents

Description

AUSTRALIA

Patents Act 1990 COMPLETE SPECIFICATION STANDARD PATENT Applicant(s): WESTINGHOUSE AIR BRAKE COMPANY Invention Title: LOW WATTAGE, HIGH FLOW ELECTRICAL CONTROL VALVE The following statement is a full description of this invention, including the best method of performing it known to me/us: la LOW WATTAGE, HIGH FLOW ELECTRICAL CONTROL VALVE FIELD OF THE INVENTION The present invention relates, in general, to brake systems which utilize both fluid and electrical signals and more particularly, this invention relates to a low wattage, high flow electrical control valve for use in an electro-pneumatic railway brake control system. This application is a divisional of application No. 73974/98.

BACKGROUND OF THE INVENTION In the conventional railroad air brake system, as developed from the Westinghouse air brake, there is a brake pipe air line which passes from the lead locomotive and from vehicle to vehicle down the length of the train consist and provides two basic functions.

First, air from the brake pipe is used to charge compressed air reservoirs disposed on each of the railroad cars. The air stored in these reservoirs provides the energy needed to apply the brake shoes when a brake application is required. When the train is running normally, and no brake application is needed, a high pressure, typically about 90 psi for freight trains and about 110 psi for passenger trains, exists in the brake air line. The reservoirs on the cars are charged to the same pressure as the air in the brake pipe. Second, when a brake application is required, air is vented from the brake pipe air line through a valve located in the lead locomotive. This causes the pressure in the brake pipe air line to be reduced by a controlled amount. In the individual cars of the train, this reduction of pressure is used as a signal \\melbfiles\hoe$\Priyanka\Keep\speci\P48145 Div.doc 12/12/02 to apply the brakes. In this event, valving in the cars utilizes the compressed air in the reservoirs to supply air to brake cylinders which, in turn, apply a force to the brake shoes so that the brakes are applied.

Although this conventional air brake system was an enormous improvement over the art prior to it, it nevertheless had some features where improvement was possible. For one thing, the time required for a pressure decrement to propagate down the line of cars in a long freight train is relatively long. For example, the time to complete a full service application would be about a minute for a mile-long train. Hence, when a brake application is required, it takes some time before all of the brakes in the train are applied. This is the case for both normal and emergency brake applications, although emergency applications are completed in less than half the time required for service applications.

There are also some operational difficulties due to the fact that the same compressed air line is used both for charging the air reservoirs in the cars and for signalling a brake application.

When a brake application is made, some of the air in the air reservoirs in the cars is depleted. Since the pressure in the brake pipe air line has been reduced to signal the brake application, there is not sufficient air pressure in the brake pipe air line to recharge the air in the reservoirs. The air in the reservoirs cannot be recharged to its initial pressure while the brake line air pressure is low for applying brakes. Another restriction of conventional pneumatic brakes designed for use on very long trains is that they must be of the direct release type.

this means that, while the brakes may be applied in stages, when a brake release is made the brakes must be released completely.

One necessary practice which stems from this aspect of traditional airbrake systems is the practice of power braking.

This is a case in which an engineer, upon starting to descend a grade, makes a brake application which is too heavy for a section of the grade, so that the train does not maintain its preferred speed. In this case, the engineer may apply engine power to L0 maintain speed. Hence, the brakes and locomotive are working against each other. Fuel is expended and brake shoes are worn.

One method of decreasing the time needed for the brake application signal to reach remote portions of the train is to provide a radio link so that when a signal originates in a lead locomotive to apply brakes, a radio signal is transmitted which is received at some distance down the line of cars. Where the.signal is received, it causes local venting of the brake line, so that brakes are applied more rapidly. The WABCO EPIC a brake system, for example, may be operated with a radio link for this purpose.

(Registered trademark of Westinghouse Air Brake Company).

The radio approach may have difficulty due to terrain which intervenes between the locomotive and the remote receiver, causing the remote unit to fail to dump brake pipe pressure. Hence, some systems use electrical trainlines which are electric cables connected between cars down the length of the train. These electric cables carry signals to electro-pneumatic valves which 4 vent brake pipe air at many points along the train and, hence, cause a relatively rapid and more uniform brake application.

Either of these approaches, the radio link or the trainline link, can improve the response time of the system. However, the operational difficulty of not being able to partially or gradually reduce a brake application which is in force is not solved by shortening the time needed for brake pipe pressure to drop.

The invention taught in the above-referenced copending patent application will normally remove the necessity for dumping air from the brake pipe. It uses an electrical signal to directly open application valves between the air reservoirs.on the railway vehicles to apply air pressure to the brake cylinders on the vehicles, or to exhaust air from such brake cylinders to release the brakes. Normally, brake pipe air is not vented. However, if the electrical signal system fails and a brake application is needed, the locomotive dumps brake pipe air, and the system works as in the conventional airbrake system.

SUMMARY OF THE INVENTION According to the invention there is provided an electrically activated brake valve assembly for a pneumatic brake system on a railway vehicle having: an electro-pneumatic service brake valve having a service electrical valve connected so as to control pressure in a service control chamber of a service diaphragm valve, said service diaphragm valve having a first service flow passage connected to an auxiliary reservoir of such railway vehicle and a second service flow passage connected to a brake cylinder pressure line so that an electrical signal to said service electrical valve controls air flow to said brake cylinder pressure line to make a service brake application; an electro-pneumatic emergency brake valve having an emergency electrical valve connected so as to control \\melbfiles\home$\Priyanka\Keep\speci\P481 45 Div.doc 12/12/02 5 pressure in an emergency control chamber of an emergency diaphragm valve, said emergency diaphragm valve having a first emergency flow passage connected to an emergency reservoir of such railway vehicle and a second emergency flow passage connected to such brake cylinder pressure line so that an electrical signal to said emergency electrical valve controls air flow to said brake cylinder pressure line to make an emergency brake application; an electro-pneumatic release valve having a release electrical valve connected to so as to control pressure in a release control chamber of a release diaphragm valve, said release diaphragm valve having a first release flow passage connected to an exhaust and a second release flow passage connected to such brake cylinder pressure line so that an electrical signal to said release electrical valve controls air flow from said brake cylinder pressure line to said exhaust.

Objects and advantages of the invention will become more readily apparent to those persons who are skilled \\.elb-fileshoe$\Priyanka\Keep\seci\P48145 Div~doc 12/12/02 -6- This page is intentionally left blank.

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\\melbfiles\hoie$\Priyanka\Keep\speci\P48145 Oiv.doc 12/12/02 in the relevant art from the following more detailed description of the invention, particularly, when the detailed description is taken in conjunction with the attached drawing figures and with the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a cross-sectional view which shows one presently preferred embodiment of a pressure application valve assembly according to the present invention in a deenergized, closed configuration.

Figure 2 is a cross-sectional view which shows the pressure application valve assembly, illustrated in Figure i, in an energized, open position for applying pressure.

Figure 3 is a cross-sectional view which shows one presently preferred embodiment of a pressure release valve assembly according to the present invention in a deenergized, open -position for releasing pressure.

Figure 4 is a cross-sectional view which shows the pressure release valve assembly, illustrated in Figure 3, in an energized, closed position.

Figure 5 illustrates a flow barrier and its sealing surface used in the valve assemblies illustrated in Figures 1-4.

Figure 6 illustrates an emergency brake apltcation valve in an energized, open position for making an emergency brake application.

Figure 7 illustrates a service brake application valve in an energized, open position for making a service brake application.

10 Figure 8 illustrates a brake release valve in an energized, closed position.

Figure 9 shows an electro-pneumatic brake valve assembly having an emergency brake valve, a service brake valve, and a release valve.

Figure 10 is a schematic diagram of a presently preferred electrical interlock according to the present invention to prevent simultaneous application and release of a brake system.

BRIEF DESCRIPTION OF THE PRESENTLY PREFERRED AND VARIOUS ALTERNATIVE EMBODIMENTS OF THE INVENTION Prior to proceeding to the much more detailed description of embodiments of the present invention, it should be noted that identical components which have identical functions have been identified with identical reference numerals throughout the several views illustrated in the drawing figures, for the sake of clarity and understanding of the invention.

Reference is now made to Figures 1 through 9 of the drawings. These figures show an electrically activated valve assembly generally indicated as 10 in Figures 1 and 2, 60 in Figures 3 and 4, 120 in Figures 6 and 9, 100 in Figures 7 and 9, and 140 in Figures 8 and 9.

The electromagnetic valve assembly 10, 60, 120, 110 or 140 is for control of a fluid. It is disposed within a fluid containment structure such as 11 in Figures 1 and 2, 61 in Figures 3 and 4, or 163 in Figures 6, 7, 8 and 9.

\\melb-files\homeS\Priyanka\Keep\speci\P48145 Div.doc 12/12/02 The electrically activated valve assembly 10, 60, 120, 100, or 140 has a diaphragm valve such as 20 in Figures 1 and 2, 70 in Figures 3 and 4, or as 125, 105, or 145 in Figures 6,7,8 and 9.

It has a diaphragm such as 27 shown in Figures 1,2,3, and 4, or diaphragm 101, 121, or 141 as shown in Figures 6,7, 8, and 9.

The diaphragm is adjacent a control chamber such as 26 in Figures 1,2,3, and 4, or as 117, 137 or 156 in-Ffgures 6,7,8, and 9. Details of the diaphragm valve are best seen in Figures 1,2,3, and 4. Figure 1 shows diaphragm valve 20 in a closed position, and Figure 2 shows diaphragm valve 20 in an open position. Figure 3 shows diaphragm valve 70 in a closed position and Figure 4 shows diaphragm valve 70 in an open position.

These figures show control chamber 26 on a first side 28 of diaphragm 27. Diaphragm 27 also has a diaphragm sealing surface 32 on a second side 30 of diaphragm 27. A flow barrier 23 is on a second side 30 of diaphragm 27. Flow barrier 23 has a sealing surface 22 (seen in Figures 2 and 4) for sealing against the diaphragm sealing surface 32.

Diaphragm valves 20 and 70 have a first passageway 12 having a portion thereof 13 on the second side 30 of diaphragm 27 on a first side 24 of the flow barrier 23.

Diaphragm valves 20 and 70 also have a second passageway 14 having a portion located on the second side 30 of the diaphragm 27, on the second side 25 of flow barrier 23. Diaphragm 27 has at least a first position, shown in Figure 2 and 4, wherein a gap 21 exists between the sealing surface 32 of diaphragm 27 and the sealing surface 22 of flow barrier 23 so that fluid communication is provided between the first passageway 12 and the second passageway 14. Diaphragm 27 also has a second position, shown in Figures 1 and 3, wherein the sealing surface 32 of diaphragm 27 S seats against the sealing surface 22 of flow barrier 23 thereby preventing fluid communication between the first passageway 12 and the second passageway 14. The location of diaphragm 27 is determined by a control pressure in the control chamber 26 in relation to a first pressure in the first passageway 12 and a second pressure in the second passageway 14. In this manner, the pressure in control chamber 26 controls the fluid communication between first passageway 12 and second passageway 14.

Valve assemblies 10 and 60 also have a third passageway 46 having a third pressure, the third passageway 46 being connected to control chamber 26 of the diaphragm valve 20 or 70 so that the control pressure is about equal to the third pressure in the third passageway 46.

Valve assemblies 10 and 60 also have an electrically activated valve 40 located within the fluid containment structure 11 or 61.

The electrically activated valve 40 is responsive to an electrical signal supplied on coil 42 to move magnetic shuttle 44 open a second gap 67, which is seen in Figures 2 and 4, to provide fluid communication between the third passageway 46 and a fourth passageway 48 having a fourth pressure so that when the electrically activated valve 40 is energized, the control pressure /3 becomes about equal to the fourth pressure of the fourth passageway 48.

When electrically activated valve 40 is deenergized, spring 76 presses magnetic shuttle 44 to close gap 67. In the deenergized condition, compliant insert 62 is pressed against sealing surface 66 of electrically activated valve 40 to close gap 67.

Valve assemblies 10 and 60 also have an alternate pressure control path 47 connected to the third passageway and to a fifth passageway 52 having a fifth pressure so that when the electrically activated valve 40 is deenergized, the third pressure and the control pressure are about equal to the fifth pressure; and whereby the electrically activated valve 40 controls the control pressure and therefore controls fluid communication between the first passageway 12 and the second passageway 14. When electrically activated valve 40 is energized, compliant insert 64 is pressed against valve seat 68 to close gap 69.

The diaphragm valve 20, 125 or 105, in alternate embodiments, include a choke such as 34 shown in Figure 1, .23 shown in Figure 6 or 103 shown in Figure 7, which is disposed in the first passageway 12, 122, or 102 to control a rate of fluid communication through the diaphragm valve.

Preferably, the diaphragm, shown in figures 1,2,3, and 4 as 27 has a diaphragm stiffening member 29 on first side 28 of diaphragm 27. Following prior art, diaphragm stiffening member 29 preferably is brass which is bonded to diaphragm 27.

Figure 5 shows the sealing surface 22 of flow barrier 23.

sealing surface 22 is essentially a valve seat for diaphragm 27 to seat against. Sealing surface 22 is preferably formed as a closed figure, a portion of the flow barrier 23 enclosing a portion of the second passageway 14, and a portion 13 of the first passageway 12 enclosing a portion of the flow barrier. Preferably, sealing surface 22 of flow barrier 23 is formed as a circularlannulus.

Figures 1 and 2 show spring 19 pressing against diaphragm 27 to bias it toward the sealing surface 22 of flow barrier 23 to bias the diaphragm valve 20 to the closed position shown in Figure 1 in which it does not permit flow between the first passageway 12 and the second passageway 14. It is preferred that spring 19 be disposed in control chamber 26, as shown in Figures 1 and 2.

Figures 3 and 4 show diaphragm valve 70 having spring 72 pressing against the diaphragm to bias it away from the sealing surface 22 of flow barrier 23 to bias the diaphragm valve 70 to the open position shown in Figure 3 in which it permits flow between the first passageway 12 and the second passageway 14.

Figures 3 and 4 show spring 72 located in second passageway 14, with an inside shoulder 74 in the second passageway 14 to provide a seat for spring 72.

Figures 1,2,3 and 4 show embodiments in which an alternate pressure control path 47 includes a third gap 69 which is open when electrically activated valve 40 is deenergized. Alternate pressure control path 47 provides fluid communication between the third passageway 46 and the fifth. passageway 52, so that when the f'd electrically activated valve 40 is deenergized, the third pressure and the control pressure are about equal to the fifth pressure of the fifth passageway 52. Third gap 69 is closed when the electrically activated valve 40 is energized.

Figure 6 shows an embodiment which is an emergency brake application valve 120 for a railway vehicle, valve 120 is also included in Figure 9. First emergency passageway 122 isconnected to an emergency compressed air reservoir 124 of the railway vehicle, and the second emergency passageway 126 is connected to a brake cylinder 160 of the railway vehicle by brake cylinder line 162. Fourth emergency brake passageway 128 is connected to an exhaust 130. Fifth emergency brake passageway 132 is connected to the emergency reservoir 124 of the vehicle, so that when the electrically activated valve is deenergized, the control pressure is elevated to about a pressure of the emergency reservoir 124 and a net force on the diaphragm 121 closes the diaphragm valve 125, and so that when the electrically activated valve 127 is energized, the control pressure is vented to the fourth passageway 128 and therefore to the exhaust 130 so that a net force on the diaphragm unseats the diaphragm thereby opening the diaphragm valve 125, whereby the first emergency passageway 122 is connected to the second emergency passageway 124 and hence to the brake cylinder pressure line, so that the emergency reservoir 124 supplies compressed air to the brake cylinder 160.

Specific details of the alternate pressure control passageway 132 are shown in Figure 6. Alternate pressure control passageway 132 is connected by control choke 134 to an elevated pressure source which is emergency brake first passageway 122 which is connected to emergency reservoir 124.

Alternate pressure control passageway 132 establishes the control pressure when emergency electrically activated valve 127 is closed. Control choke 134 is protected from debris by filter 135 mounted between control choke 134 and emergency brake first passageway 122.

Emergency control choke 134 has a much higher resistance to fluid flow than gap 131 in emergency electrically activated valve 127, so when valve 127 is energized to open gap 131, said control pressure is about equal to a pressure in fourth passageway 128, which terminates in exhaust port 130.

Figure 7 shows an electrically activated valve assembly 100 connected as a service brake application valve on a railway vehicle. Valve assembly 100 is also shown in Figure 9. The first service .brake passageway 102 is connected -to an auxiliary compressed air reservoir 104 of the railway vehicle. The second service brake passageway 106 is connected to brake cylinder pressure line 162 of the railway vehicle. The fourth service brake passageway 108 is connected to an exhaust 110. The fifth passageway 112 is connected to the auxiliary reservoir 104 of the railway vehicle, so that when the electrically activated valve 107 is deenergized, the control pressure is elevated to about a pressure of the auxiliary reservoir 104 and a net force on the diaphragm 101 closes the diaphragm valve 105, and so that when the electrically activated valve 107 is energized, the control pressure is vented to the fourth passageway 108 and therefore to the exhaust 110 so that a net force on diaphragm 101 unseats diaphragm 101 thereby opening the diaphragm valve 105, whereby the first service brake passageway 102 is connected to the second service brake passageway 106 and hence to the brake cylinder pressure line 162, so that the auxiliary reservoir i04 supplies compressed air to the brake cylinder 160.

Figure 7 shows details of alternate pressure control passageway 112, which is connected by control choke 114 to an elevated pressure source which is service brake first passageway 102 which is connected to auxiliary reservoir 104.

Alternate pressure control passageway 112 establishes the control pressure when service electrically activated valve 107 is closed.

Service control choke 114 is protected from debris by filter 115 mounted between control choke 114 and service brake first passageway 102.

Service control choke 114 has a much higher resistance to fluid flow than gap 11l in service electrically activated valve 107, so when valve 107 is energized to open gap ill, said control pressure is about equal to a pressure in fourth passageway 108, which terminates in exhaust port 110.

Figure 8 shows electrically activated valve assembly 140 according to the present invention which is connected as a release valve in a railway vehicle airbrake system. valve assembly 140 is also included in Figure 9. First release valve passageway 142 is connected to exhaust 144. The second relief valve passageway is connected to a brake cylinder pressure line 162 of the railway vehicle. The fourth relief valve passageway 148 is connected to an elevated pressure source which is auxiliary reservoir 104. The fifth relief valve passageway 150 is connected to an exhaust 151, so that when the electrically activated valve 147 is deenergized, the control pressure is vented to the fifth passageway 150 and therefore to the exhaust 151 so that a net force on the diaphragm 141 unseats the diaphragm, whereby the first relief valve passageway 142 is connected to the second relief valve passageway 146 so that the brake cylinder exhausts through brake cylinder pressure line 162. When the electrically activated valve 145 is energized, the control pressure is connected to the elevated pressure source 104 through fourth passageway 148 so that a net force on the diaphragm closes diaphragm valve 145 so that the brake cylinder 160 does not exhaust.

Figure 9 shows electrically activated brake valve assembly 170 for a pneumatic brake system on a railway vehicle comprising.

Portions of this assembly are also shown in Figures 6, 7, and 8.

Assembly 170 has an electro-pneumatic service brake valve 100 having a service electrical valve 107 connected so as to control pressure in a service control chamber 117 of a service diaphragm valve 105. The service diaphragm valve 105 has a first service flow passage 102 connected to an auxiliary reservoir 104 of the railway vehicle. Serviced diaphragm valve 105 also has a second service flow passage 106 connected to a brake cylinder pressure line 162 so that an electrical signal to the service electrical valve 107 controls air flow to the brake cylinder pressure line 162 to make a service brake application.

Electrically activated brake valve assembly 170 also has an electro-pneumatic emergency brake valve assembly 120 having an emergency electrical valve 127 connected so as to control pressure in an emergency control chamber 137 of an emergency diaphragm valve 125. The emergency diaphragm valve 125 has a first emergency flow passage 122 connected to an emergency reservoir 124 of the railway vehicle and a second emergency flow passage 126 connected to the brake cylinder pressure line 162 so that an electrical signal to the emergency electrical valve 127 controls air flow to the brake cylinder pressure line 162 to make an emergency brake application.

Electrically activated brake valve assembly 170 also has an electro-pneumatic release valve assembly 140 having a release electrical valve 147 connected to so as to control pressure in a release control chamber 157 of a release diaphragm valve 145.

Release diaphragm valve 145 has a first release flow passage 142 connected to exhaust 144 and a second release flow passage 146 connected to the brake cylinder pressure line 162 so that an electrical signal to the release electrical valve 147 controls air flow from the brake cylinder pressure line 162 to the exhaust 144.

Brake cylinder pressure line 162 is connected to 'brake cylinder 160.

Figure 10 shows an electrical interlock, generally designated 90. It is connected to a service brake application signal line 82, a release signal line 86 and an emergency brake application signal line 84. Additional, such electrical interlock 90 may be connected to a common line 88. Common line 88 preferably is connected to ground, as shown in Figure A rectifying diode 92 applies a voltage to ielease signal line 86 whenever the service brake application signal line 82 is energized. Rectifying diode 93 applies a voltage to the release signal line 86 whenever the emergency brake application signal line 84 is energized. A rectifying diode 91, preferably, is added to prevent reverse currents from flowing in release incoming signal line 86. Release signal line 94 is normally energized through rectifying diode 91 from release incoming signal line 86. If the system has a positive common and signals with negative voltages on lines 82, 84, and 86, then the directions of diodes 91, 92, and 93 will be reversed. Service brake application signal line 82 is connected to coil 109 in electric valve 107. Emergency brake application signal line 84 is connected to coil 129 in electrical valve 127. Release signal line 94 is connected to coil 149 in electric valve 147.

It should be noted that in the electrically activated brake valve assembly 170 described above, a service brake application may made using either fluid from the service reservoir 104 or the emergency reservoir 124. If the emergency reservoir 124 is used for a service brake application, the service reservoir 104 may be reserved for an emergency brake application.

The presently most preferred embodiment of the invention is 'the electrically activated brake valve assembly 170 described above, which combines service, emergency and release valve functions in a single housing 163. Housing 163 is preferably formed as a flowblock.

while a presently preferred and various additional alternative embodiments of the instant invention have been described in detail above, in accordance the patent statutes, it should be recognized that various other modifications and adaptations of the invention may be made by those persons who are skilled in the relevant art without departing from either...the spirit of the invention or the scope of the appended claims.

It is to be understood that, if any prior art publication is referred to herein, such reference does not constitute an admission that the publication forms a part of the common general knowledge in the art, in Australia or any other country.

Claims (3)

1. An electrically activated brake valve assembly for a pneumatic brake system on a railway vehicle having: an electro-pneumatic service brake valve having a service electrical valve connected so as to control pressure in a service control chamber of a service diaphragm valve, said service diaphragm valve having a first service flow passage connected to an auxiliary reservoir of such railway vehicle and a second service flow passage connected to a brake cylinder pressure line so that an electrical signal to said service electrical valve controls air flow to said brake cylinder pressure line to make a service brake application; an electro-pneumatic emergency brake valve having an emergency electrical valve connected so as to control pressure in an emergency control chamber of an emergency diaphragm valve, said emergency diaphragm valve having a first emergency flow passage connected to an emergency reservoir of such railway vehicle and a second emergency flow passage connected to such brake cylinder pressure line so that an electrical signal to said emergency electrical valve controls air flow to said brake cylinder pressure line to make an emergency brake application; an electro-pneumatic release valve having a release electrical valve connected to so as to control pressure in a release control chamber of a release diaphragm valve, said release diaphragm valve having a first release flow passage connected to an exhaust and a second release flow passage connected to such brake cylinder pressure line so that an electrical signal to said release electrical valve controls air flow from said brake cylinder pressure line to said exhaust.

2. An electrically activated brake valve assembly according to claim 1, further having an electrical interlock so that when said service electrical valve is \\mebpfiles\home$\Priyanka\Keep\speci\P48145 Div.doc 12/12/02 23 energized, or said emergency electrical valve is energized, said release electrical valve is energized.

3. An electrically activated brake valve assembly as claimed in claim 1 or claim 2 and substantially as herein described with reference to the accompanying drawings. Dated this 1 3 t h day of December 2002 WESTINGHOUSE AIR BRAKE COMPANY By their Patent Attorneys GRIFFITH HACK Fellows Institute of Patent and Trade Mark Attorneys of Australia H:\Priyanka\Keep\speci\48145 Div.doc 13/12/02 I