CA1269124A - Interconnecting valve for brake pipe, auxiliary reservoir, emergency reservoir and brake cylinder - Google Patents
Interconnecting valve for brake pipe, auxiliary reservoir, emergency reservoir and brake cylinderInfo
- Publication number
- CA1269124A CA1269124A CA000606141A CA606141A CA1269124A CA 1269124 A CA1269124 A CA 1269124A CA 000606141 A CA000606141 A CA 000606141A CA 606141 A CA606141 A CA 606141A CA 1269124 A CA1269124 A CA 1269124A
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- Prior art keywords
- port
- valve
- brake cylinder
- brake
- pressure
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Landscapes
- Valves And Accessory Devices For Braking Systems (AREA)
- Braking Systems And Boosters (AREA)
Abstract
INTERCONNECTING VALVE FOR BRAKE PIPE, AUXILIARY RESERVOIR, EMERGENCY RESERVOIR
AND BRAKE CYLINDER
ABSTRACT.
A valve in brake control equipment for a railway car for interconnecting the brake pipe, an auxiliary reservoir, an emergency reservoir and the brake cylinder cooperates with a sensor for a service signal, a release signal and an emergency signal pressure at its brake pipe port. With a service signal, the brake cylinder and auxiliary reservoir are interconnected, for a release signal, the brake cylinder is connected to atmosphere, and for an emergency signal, the brake cylinder is connected with the emergency reservoir.
AND BRAKE CYLINDER
ABSTRACT.
A valve in brake control equipment for a railway car for interconnecting the brake pipe, an auxiliary reservoir, an emergency reservoir and the brake cylinder cooperates with a sensor for a service signal, a release signal and an emergency signal pressure at its brake pipe port. With a service signal, the brake cylinder and auxiliary reservoir are interconnected, for a release signal, the brake cylinder is connected to atmosphere, and for an emergency signal, the brake cylinder is connected with the emergency reservoir.
Description
~269i24 The present invention relates generally to pneumatic rail brake systems and more specifically to improved components for the system.
The prior art brake systems were generally standarized to include an ABD or equivalant braking valYe connected by conduits to the brake pipe, auxuliary and emergency reservoirs and brake cylinders. These brake valves would control all the brakes on the trucks of a single car. If more than two trucks were to be controlled by the brake valve, relay valves were included. These systems include a substantial amount of conduits connecting the elements of the brake syste~ on each of the cars. The ABD and equivalant brake valYes include the service application, emergency application, release and accelerated release function. With the development of non-conventional car designs, brake systems which are adapations of the preexistlng brake systems were developed.
These and the conventional brake systems include an unnecessary amount of conduits per car and unnecessarily large reservoirs.
Thus, it is an object of the present disclosure to provide a simplified fluid brake system for rail vehicles.
Another object of the present disclosureis to provide a braking system which reduces the size of the auxiliary and emergency reservoirs.
A further object of the present disclosureis to eliminate unnecessary piping and reduce the number of sources of fluid leakage.
., ,, ' ~' .
Another object is to provide a group of standard parts or modules which can be economically applied to any type of freight car without special engineering, including articulated cars having any number of trucks~between couplers.
Here described is a triple valve assembly having reduced auxiliary and emergency reservoirs mounted directly thereon. The assembly is connected only to the brake pipe and to the brake cylinder of one truck and controls the interconnection between the brake pipe, brake cylinder, auxiliary reservoir and emergency reservoir to produce charging of the reservoirs, service application and emergency application of the brakes and release of air to the brake cylinder. The unique triple valve, in response to the venting of brake pipe which characterizes an emergency brake application, provides a sequential application of pressure to the brake cylinder. Fir~t the auxiliary reservoir pressure is equalized with that of the brake cylinder, followed by disconnection of the auxiliary reservoir from an application of the emergency reservoir to the brake cylinder. This sequential operation allows increased brake cylinder pressure while allowing reduction in the volume of the emergency reservoir used to accomplish this pressure.
In both service and emergency applications, a variable flow rate valve is connected between the supply portion of tbe triple valve and the brake cylinder to allow a high flow during the initial application of the air to the brake cylinder with a decreased flow rate during the second staye.
. i269124 The triple valve assembly is easily adaptable for receiving a load responsive fixture. This fixture includes a first path for connecting the supply to the brake cylinder and to a volume reservoir and providing 2 predetermined portion of supply pressure to the brake cylinder. A second path controlled by the load is connected in parallel with the first path, and bypasses the proportioning path and cuts off the volume reservoir for a loaded sensed condition. A double acting piston is provided to simultaneously open the bypass and close the dummy reservoir or connect the dummy reservoir and close the bypass. The bypass is also responsive to a brake released signal to bypass the proportioning device during a brake release sequence.
A modulating valve is also provided independe~t of the triple valve assemblies, which enhances brake pipe pressure reduction by filling a quick service volume witl~ fluid from the brake pipe for a service signal, and sequentially venting a bulb volume to the atmosphere and refills the bulb volume from the brake pipe as a function of the magnitude of the service signal. The modulating valve also charges the brake pipe with previously stored fluid so as to enhance the rise of brake pipe pressure, hence release of the brakes from a release reservoir in response to a release signal. The filling of the quick service volume occurs at a rate controlled as a function of the diffential pressure between the release reservoir and the brake pipe. A quick action chamber is included for providing accelerated response for filling the quick :lZ691Z~
service volume and venting the bulb volume. The quick action chamber i6 vented after the accelerated initiation and has no effect during further brake pipe pressure reduction activity.
More particularly, in accordance with one aspect of the invention, there is provided, a valve for interconnecting a brake pipe, an auxiliary reservoir, an emergency reservoir and a brake cylinder comprising:
brake pipe, auxiliary reservoir, emergency reservoir, brake cylinder and atmosphere ports;
first sensing means for sensing the pressure at said brake pipe port;
second sensing means for sensing the differential pressure between said brake pipe port and auxiliary reservoir port;
third sensing means for sensing the differential pressure between said auxiliary reservoir port and brake cylinder port;
first valve means connected to said auxiliary reservoir port, emergency reservoir port and said first and third sensing means, including an I/O port, and having a first position for interconnecting said auxiliary reservoir port and said I/O port and isolating said emergency reservoir port from said I/O port for a first brake pipe port pressure sensed by said first sensing means and a second position for interconnecting said emergency reservoir port and said I/O port and isolating said auxiliary reservoir port from said I/O port for a second brake pipe port pressure sensed by said first sensing means and a first differential pressure sensed by said third sensing means; and second valve means connected to said first valve means I/O
port, said brake cylinder port, said atmosphere port and said second sensing means for isolating said I/O port, said brake cylinder port and said atmosphere port from each other for a first differential pressure sensed by said second sensing means, interconnecting said I/O port and said brake cylinder port and isolating said atmosphere port for a second differential pressure sensed by said second sensing means, and interconnecting said brake cylinder port and said atmosphere port and isolating I/O
:lZ6~24 port for a third differential pressure sensed by said second sensing means.
In accordance with the second aspect of the invention there is provided, a valve for interconnecting a brake pipe, an auxiliary reservoir, an emergency reservoir and a brake cylinder comprising:
brake pipe, auxiliary reservoir, emergency reservoir, brake cylinder and atmosphere ports;
sensing means connected to said brake pipe port for sensing a service signal, a release signal and an emergency signal pressures on said brake pipe port; and valve means connected to said brake cylinder port, auxiliary reservoir port, emergency reservoir port and atmosphere port and said sensing means for (a) interconnecting said brake cylinder port and auxiliary reservoir port for a service signal sensed by said sensing means;
(b) interconnecting said brake cylinder port and atmosphere port for a release signal sensed by said sensing means; and (c) sequentially interconnecting said brake cylinder port and said auxiliary reservoir port, isolating said brake cylinder port from said auxiliary reservoir port and interconnecting said brake cylinder port and said emergency reservoir port for an emergency signal sensed by said sensing means.
BRIEF DESCRIPTION OF THE DRAWINGS
Embodiments of the invention will now be described with reference to the accompanying drawings wherein;
Figure 1 is a schematic perspective of a train brake system made up of different types of cars.
Figure 2 is a perspective view of a truck mounted ~rake incorporating a valve and reservoir.
Figure 3 is a perspective view of a modulation valve.
Figure 4 is a cross-section of a supply valve.
Figure 5 is a cross-sectional view of a load fixture.
Figure 6 is a cross-sectional view of the modulation valve.
- Sa -lZ691Z4 DETAILED DESCRIPTION OF THE DRAWINGS
A train 10 as illustrated in Figure 1 includes a plurality of cars 12, 14, 16 and 18 of different styles for purpose of illustration. Car 12 is a two-axle car, cars 14 and 16 are - 5b -126912~
articulated cars sharing a common axle and car 18 is a conventional car having two axles per truck. A brake pipe 20 extends throughout the train 10. Each of the cars include a brake system which for car 12 is a cingle axle brake 22 and for cars 14, 16 and 18 are double axle brake systems 24. Included at each brake system are a truck 22 and 24 is a novel triple valve 100.
Also spread throughout the train at approximately 75 foot intervals are modulation valve systems 300. Thus, it can be seen that a braking vaive is included at each truck irrespectïve of the truck and car design.
The twin axle brake 24, as shown in Figure 2, consists of a pair of brake beams 30, 32 and a single actuator 34 equipped with double-acting slack adjuster 36 and cable 38 operated parking brake. The actuator 34 is supported by, and lies along side, beam 30 and operates to spread a palr of bell cranks 40, whose ends are attacned so as to drive the opposite brake beam 32 against its wheels The pivot points of the bell cranks 40 in the master beam 30 react the equal and opposite force generated by this action which pushes tbe master beam up against its wheels.
The 17 total available stroke of the actuator is sufficient to permit the beams to mount 2-1/2~ brake shoes and to operate without adjustment through the life of these shoes and through a full cycle of wheel wear.
- 12691~l The combined reservoir and triple valve 100, as shown in Figure 2, is designed to be mounted to the truck bolster and connected with armored..hoses 42 and.44.to.both the brake actuator and the brake pipe respectively. The triple-valve is comprised of three die castings and includes: a simple triple valve to produce service brake cylinder pressure, an emergency equalizing valve to provide high brake cylinder pressure in emergency, and an inshot valve to produce rapid filling of the actuator followed by a controlled brake cylinder pressure rise, which should be particularly important in an emergency brake application.
In connection with the triple valve portion, it should be noted that no release insuring quick service or emergency brake pipe related functions are included. When brake pipe pressure reduces to zero, the triple valve reacts by raising the brake - cylinder pressure approximately 15~ higher than the value attained at full service equalization. This will be described in detail below with respect to Figure 4.
To provide cars having high gross-to-tare welght ratios with a more even braking ratio over the entire load range, the triple valve lOO brake equipment includes an optional empty load fixture 200, as shown in Figure 2. Because of the location of the basic triple valve portion of the truck bolster, the empty load fixture can be added by simply replacing a blanking plate with the additional portion as shown in the figure. The empty load portion has a load arm 202, which can be connected to, or rest upon, the 691Z~
truck frame spring basket so as to detect empt~ or loaded condition by the height of the bolster relativ~ to this basket.
Since this dimension is unaffected by centerpl~te or side bearing wear or truck swiveling, it provides a reliabli.e, repeatable measure of spring deflection and, therefore, c.~r load.
In operation, the empty load fixtures oper~te on the proportioning principle, except that the dummy reservoir is on the high pressure rather than the low pressure side of the proportioning valve, resulting in its volume h~ing to be only 69 cu. in., which volume is easily enclosed in the empty load portion itself.
The brake pipe modulation group 300, in Fi~re 3, consists of an E-l modulation valve 302 and KM-2 vent valv~ 304 mounted to the ends of a 10 x 20 release reservoir 306. The ~nctions of this valve are to provide all of the brake pipe sta~llizing and accelerating features of both the service and e~ergency portions of the present ABDW control valve. In particu~r, the following are carried out:
a) The quick service function detects bra~ pipe pressure reductions beyond a fixed amount and opens bra~e pipe to a quick service volume so as to produce rapid serial t~cansmission of service application and assure a minimum brake~pipe reduction b) An accelerated application valve provi~es continuous quick service activity for brake pipe reduction at a. service rate beyond quick service.
lZ69~24 c) An accelerated release-valve provides ~a dumpback to brake pipe of the 1600 cu. in. release volume, any time brake plpe pressure rises more than a fixed amount, whet~er as a result of service or emergency release.- There is no accelerated release after emergency because the 318 cu. inO of air stored in the two actuators on a typical car would provide a ne~ligible improvement in brake pipe release when compared with the b256 cu. in.
available on a 10 x 12 cylinder at 8~ piston t-~avel.
d) Rapid transmission of emergency brake application from any cause is propagated solely by the KM-2 vent v~lve portion.
The triple valve 100 as illustrated in Fi~re 4 includes three devices: the ~A~ triple valve 102, the ~B~ e~rgency equalizing valve 104 and ~ brake cylinder inshot valve 1~.
Positions of the triple valve are release ~nd charging, service, service lap and emergency. During b~h service and emergency brake application, there is both a ~rst and second stage of brake cylinder pressure development c~ntrolled by the inshot valve 1~6. In emergency, a third stage of development increased brake cylinder pressure by approxim~ely 15% above full service.
Operation of the equipment for each of the above positions is as detailed below.
In the release and charging position, brake pipe air from the brake pipe enters triple valve 102, through pas~sage 14 to Chamber A, moving the valve stem 121 downward and flows through Passage 112 to equalizing reset piston, Chamber C, a~d -through Passage 113 to the underside of the emergency reservoir cha~rging check 122.
Alr flowing through this check 122 and Passage 114 charges the 150 cu. in. emergency reservoir and flows by Passa~ 114a to the emergency equalizing valve spool 123 where it ~s blocked. Note than when the triple valve piston 124 moves do~ward, Pilot Pin 125 raises the auxiliary reservoir charging che~k 126 from its seat, permitting brake pipe air to flow from C~amber A through the open charging check 126 and the hollow stem of~ t~e triple valve piston 124 into Cha~oer B, below the triple pis~ton 124, from whence it flows through Passage 116 into Chamb~ E to the lower face of the emergency equalizing valve piston ~32 holding this valve in its upper position. From chamber E, a;r flows through Passage 115 to the emergency equalizing valve s~ol 123 and simultaneously through Passage ll5b to the 650; ~1 in. auxiliary reservoir.
With both reservoirs charged, pressure acrcss the triple valve piston 124 will equalize; and it will move upw~d allowing the charging check 126 to close cutting off commun~ation between the brake pipe and auxiliary reservoir. This is t-~ release lap ~
position of the triple valve 102.
- 10 ~
~Z6912~
Note that with the emergency equalizing va~:v~e 104 in its upper position, air from Passage 115 passes upward thr~ugh the hollow 123a of stem 123 of this valve through Passage 1il7 to Chamber G of the closed brake cylinder supply valve of th~e t~iple valve 102.
During a service application of brakes, brak~ pipe pressure reduction in Chamber A will cause the triple va~we stem 121 to ~ove upward, unseating the supply valve 127 fro~ its outer seat and connecting auxiliary reservoir pressure fro~ Chamber G past the supply valve seat to Passage 118, through ~ich it flows to the top of the open inshot valve check 128, thra~gh this valve to Chamber H, thence, through Passage 119 and the e~pty load blanking plate 129 to brake cyiinder.
srake cylinder air is also fed back through ~assage ll9a to Chamber F above the emergency equalizing valve 7i~4.
: As brake cylinder pressure continues to bui~d up during a second stage of a service or emergency applicat~0n, it passes through chamber B of the open inshot valve chec~ 128. When sufficient air has flowed into the brake cylind.e~ to raise its pressure to approximately 15 psi, the diaphragm ~iston 130 of Chamber H.moves down allowing the inshot valve c~eck 128 to close. Further build up of brake cylinder press~Ie is under the control of Choke z. Thus, inshot valve 106 is a variable flow rate valve allowing high flow during the initia~ stage of brake pressure build-up and a low flow rate in the la~er stages.
~2691Z4 As air fiows from the auxiliary reservoir to the brake cylinder, the pressure in Chamber B, beneath the triple valve, piston 124.falls until it.nearly equals that o~ Brake Pipe in Chamber A, at which point the valve stem 121.will move downward and allow the supply valve 127 to close on its outer seat This will prevent the supply of further auxiliary reservoir air to brake cylinder and, hence, terminate the reduction of pressure in the auxilia~ry reservoir and Chamber B, placing the valve 127 in service lap position.
With the supply valve 127 initially -in the service lap position, any increase in brake pipe pressure will cause the pressure in Chamber A to rise~ above Chamber B, wnich will pull the triple valve stem 121 down away from the supply valve 127, opening the inner seat and permitting brake cylinder air to flow back through the inshot check valve 128, opening it, hence, through Passage 118a.and 118 past the open supply valve inner seat, thence, through the hollow 131 of stem 121 of the triple valve 102 to atmosphere. Simultaneously with the above, ~rake cylinder feedback pressure in Chamber F will reduce through Passage ll9a along with brake cylinder.
Note that reduction of brake cylinder press~re in this manner does not upset the balance of brake pipe pressure over auxiliary reservoir, and the triple valve 102 remains in its release position until brake cylinder pressure reduces to zero.
lZ69124 `
Note also that if the brake pipe pressure is only slightly higher than auxiliary reservoir, the supply valve 127 inner seat will be open; but because of the length of the au~iliary reservoir charging check valve pilot pin 125, the charging check 126 will remain on its seat preventing premature charging of the auxiliary reservoir and, thus, assuring that no air will be trapped n the brake cylinder. Only when a slightly greater pressure exists in the brake pipe than in auxiliary reservoir will the triple valve stem 121 be forced downward sufficiently to open ~he charging valve 126.
A modification to the triple valve could be m~de in which further travel of the triple valve downward would~ lead to a retarded recharge position on cars near the head ~f the train.
~owever, the 650 cu. in. auxiliary reservoir ta~e~s so little charging air that this may not be necessary.
In an emergency brake application, brake pipe pressure is suddenly reduced to zero. Triple valve 102 acti~ is identical with that described above under service brake ap~lication, and a 15 lb. inshot of air to the brake cylinder will ~e made prior to closing of the inshot valve check 128, as in serv~ice. From the point of closing of the inshot valve check 128 ul~il brake cylinder pressure rises to within 2 psi of auxil ary reservoir pressure, brake cylinder pressure development is affected only by the triple valve 1~2 and inshot valve check 128. Note, however, that when brake pipe pressure is reduced to zero in the emergency _ 13 -lZ6912~
application, pressure in Chamber C beneath the eme~gency equalizing valve return piston 133 is also reduced to zero, _ . allowing.the spring in Chamber D of this diaphragm piston 133 to move it down so that it no longer holds up the eme-gency equalizing valve stem 123. The emergency equalizi~g valve 123 will, however, be held up by the differential of auxiliary reservoir in Chamber E over brake cylinder pressure in Chamber F.
When brake cylinder pressure in Chamber F rises to within 2 psi of auxiliary reservoir pressure in Chamber E, ~he emergency equalizing valve stem 123 will begin to move down~ard under the influénce of emergency spring 134 in Chamber J. C~amber J is connected to atmosphere through Choke Y and the sm~ll hole 135 through the center of the equalizing valve stem 12~ to Chamber K
beneath the spool 127, opening 137, and Chamber ~ aDove the emergency equalizing valve return piston 133. Wh~ the emergency equalizing valve stem 123 begins to move downwardt supply valve air in Passage 117 flows upward through Passage l~a; and at the first motion of the emergency equalizing spool 12~ downward, Passage 117a lS connected to Chamber J past the u~pær land of the emergency equalizing valve spool 123, causing auxi~iary reservoir pressure present in Passage 117 to vent into Cham~e~ J where it acts on the top of the emergency equalizing valve s~em 123 urging it rapidly downward. since Choke Y is much smaller than the passage 117a admitting this air to Chamber J, pres~re developing in Chamber J assures full motion of the emergency equalizing spool 123 downward until its motion is stopped by the ruDber seat 136 at the bottom of Chamber K.
1~69~:4 - `
When the emergency equalizing-valve rests on this seat 136, communication through choke Y to atmosphere through ~penings 137 is blocked and brake cylinder pressure is maintaine~ in Chamber F, where along with Spring 134, it continues to hold the emergency equalizin~ valve 123 downward against its lower seat 136.
Motion of the emergency equalizing valve stem 1~3 to its lower seat cuts off communication via Passage 115 of auxi~lary reservoir to brake cylinder and the hollow 123a of the emerge~y equalizing valve stem 123. In its lower position, this hollow stem 123a of 123 is connected to the emergency reserv-oir providi~ passage of air to the brake cylinder from the emergency reserv~r. Thus, using emergency reservoir air only to increase brake cyinder pressure and not wasting it by needlessly increasin~ ~uxiliary reservoir pressure as in earliee components with the ~mergency equalizing valve in its lower position, emergency re~servoir air flows through the hollow 123a of stem 123 of the e~ izing valve to Passage 117, thence~ past the open supply valve t~ ~assage 118, and through Choke Z of the inshot valve check 128 t~ ~he brake cylinder, addlng a third or high pressure phase to ~rake cylinder pressure.development.
- With the brake applied ~.n emergency, brake cyli~e~ pressure, . with an initial 70 psi brake pipe, would be 60 psi; ~xiliary reservoir pressure would be 50 psi (lower than brake cylinder~
because of the emergency equalizing valve). Thus, w~en brakes are released, the brake pipe need only be restored to s~ething above - 15 - .
12691;Z~
50 psi to raise the pressure in Chamber A above the auxiliary reservoir pressure in Chamber B. This reduced brake pipe pressure requirement, along with_the.dumpback of air from the modulating valve 3~0 should overcome the.need for the present accelerated emergency release feature.
As with service release, when the triple valve ~iston 124 moves down, it unseats its hollow spool 131 from the inner seat of the supply valve 127, permitting brake cylinder air to flow from brake cylinder to Passage 119 back through the insh~ check valve 128, unseating this check 128, through Passages 11~ and 118 and past the inner seat oE the suppiy valve 127 to atmos~here through the hollow center 131 of the triple valve piston.
This action reduces brake cylinder pressure at ~ rate independent of inshot choke z. As brake cylinder pr~ssure reduces, so does the pressure in Chamber F above the emergency equalizing valve 132. At the same time this pressu~e is be ng reduced, pressure in Chamber C, beneath the emergency equalizing valve return piston 133, is acting to force the emer~ency equalizing valve 123 upward to its service posit~on_ When the brake cylinder.pressure in chamber F above the emer~eDcy equalizing valve piston 132 drops to the point where the combined effort of auxiliary reservoir pressure in Chamber E and return piston pressure in Chamber C are sufficient to urge lt upward, it will begin to move upward and will cut off communic~tion through Passage 117a to Chamber J allowing Chamber J pressure to reduce to ~Z691~
atmosphere through Choke Y, assuring that once the emergency equalizing valve 123 has started to move upward, this motion will be continued to its upper most stop and the release position.
Finally, when brake cylinder pressure drops below 15 psi, this pressure acting in Chamber G will no longer be sufficient to keep the inshot valve piston 130 down and will allow this piston 130 to move up, aiding the back flow of air to keeping open ~he inshot valve check 128 and assuring complete release of brake cylinder air to the atmosphere.
Charging of the 650 cu. in. auxilia~y reservolr ~ill begin when sufficient differential of brake pipe pressure over auxiliary reservoir pressure exists to open the charging check 126 in the triple valve stem, and charging of the 150 cu. in. e~ærgency reservoir will resume when auxiliary reservoir pressu~e has been restored above 60 psi so that pressure can flow from ~assage 2 through Chamber C and the emergency reservoir charging check 122 to recharge this 150 cu. in. volume.
In the event that an empty load brake system 200 is requried, the empty load blanking plate 129 shown in Figure 4 ~ay be removed and the empty load device 200 shown diagrammatically in Figure 5 is mounted to it with the load arm 202 connected to the car as shown in Figure 2. This valve contains a simple ratioing valve 204, lock over piston 206, change over valve 208 and dummy volume 210, as shown in Figure 5, and operates in the following manner:
When a brake application is made, brake cylinder pIessure enters from the triple valve in Passage 221 and flows ~o Chamber A
on the left side of the ratio valve. Simultaneously, air flows through Passage 211a to the semi-circular area on top ~f the change over valve key 208~ In the event that the car ~s light, the load arm 202 will be positioned downward; and bra~e cylinder air will flow from Passage 211a past the key 208 to P~ssage 213, thence to Chamber C on the right hand side of the lock over piston 206. Moving this piston 206 to the left requires onl~ 5 psi or less; and in its left most position, the piston is det~nted by an annular spring engaging a detent groove.
As air pressure continues to rise in the supply p~essure in Chamber A on the left hand side of the ratio valve 204 ~xerts less force on the spool of this valve 204 than does the bra~e cylinder pressure in Chamber B on its right hand side, forcing ~e double piston spool to the left agalnst the ratio valve seat ~ a ratio of 50, 60 or 70% of input pressure, as determined by t~
particular diaphragms used. As supply pressure from t~ triple valve continues to rise, Chamber A pressure will bui}d up, forcing the spool to the right, allowing further passage of air through the hollow spool to Chamber B causing it, again to close, with Chamber B pressure always at the desired ratio to Cha~ber A
pressure.
9~26~1Z4 Air also flows from Chamber A through Passage 211b and the unseated dummy volume cut-off check valve 230 into Passage 212 and the dummy volume 210. since the dummy volume 210 is only 69 cu.
in., this volume will accept the additional air supplied by the triple valve and not needed by the brake cylinder at the lower pressure of the ratio valve 204, thus, bringing about an equal reduction in auxiliary reservoir pressure in response ~o brake pipe pressure reduction whether the car is empty or loaded. Thus, at final equalization in either service or emergency, the output pressure of the triple valve in Passage 211 will be exactly the same, whether the car is loaded or empty. Brake cylinder pressure, however, whéther service or emergency, will be 50, 60 or 70g of that provlded by the triple valve as determined by the ratio of Chamber A area to Chamber B area.
Note that during the above light, car operation, brake cylinder air from Chamber B also flows through 114a to the face of bypass check valve 232 but cannot open this valve because of the higher supply pressure behind it, which holds it to its seat.
When brake cylinder pressure is released, air flows from Chamber A out to the triple valve, through the triple valve, and to atmosphere causing the ratio valve 204 to close more tightly to its seat. However, air from brake cylinder in Passage 214 can flow through Chamber ~, through Passage 214a, and will unseat~the bypass check 232 because of its differential over the now reduced supply pressure in Passage 211c. Thus, during release, brake ~Z6~12~
cylinder pressure flows from brake cylinder into Passage 214, through Chamber B, Passage 214a, past the bypass check valve 232, unseating it, into Passage 211c, Passage 211b, Chamber A, and out Passage 211 to the triple valve and exhaust.
If the car weighs heavy, the load arm 202 will be moved upward to Position C; and Passage 211a will be connected through the changeover valve key to Passage 215. Brake cylinder air will, tnus, enter Chamber D on the left side of the lock over piston 206, forcing it to the right, in which position it will ~e detected, forcing the bypass check 232 off of its seat and allowing the dummy volume cut-off check 230 to move to its seat.
As air pressure builds up in Passage 211 and Chamber A where, again, it flows through the hollow piston rod of the ratio valve 204 tb Chamber B and the brake cylinder and, again, forces the ratio valve to the left. However, with the lock over piston 206 in its right hand position, air can flow from Chamber A through Passages 211b and 211c and past the opened bypass check into Passage 214, Chamber B, and out to the brake cylinder, Since the dummy volume 212 is not desired cut in, a~ all air suppiied by the triple valve in the loaded position must be passed to the brake cylinder, the dummy volume cut-off check 230, which is permitted to move to its seat by the lock over p ston 206, will do so and prevent unnecessary loss of air to the dummy Volume-210.
~Z691;2~
When brakes are released after an application with the empty load fixtures in the loaded position, air flow out of the valve is exactly the same as in the empty position with the eXception that brake cylinder pressure does not have to move the bypass check 232 off of its seat as it is held open by the lock over piston 206 in any case.
E-l BRAKE PIP~ MODULATION VALVE 302 The purpose of the E-l brake pipe modulating valve 3~2 shown in Figure 3 and diagrammatically ill Figure 6, is to pcovide quick service propagation of an initial service application and to provide a continuouS quick service functio~. A third purpose is to control the storage and release back to brake pipe of air in a release volume so as to provide accelerated release of brakes after both service and emergency brake applications.
The only connection to the E-l brake pipe modulating ~alve 302 is to the brake pipe and the augmentation of brake pipe pressure change it provides will be comparable to those in the AB, ABD and ABDW type control valves.
When charging this valve 302, air flows initially from brake pipe by passage 311 to the underside of accelerated release valve piston 320, Chamber A, thence through Passage 316 to Chamber C on the underside of accelerated application pilot valve picton 322.
Air from Chamber C flows through Quick Action Chamber Charging Choke Y and Passage 317 to the quick action chamber 308, and ~Z69124 Passage 317a to the back of the accelerated application pilot valve check valve 324. Air flGwing through Choke Y is at ~uick action chamber pressure and is communicated via Passage 317b to Chamber D, above the accelerated application pilot valve piston 322 and Chamber B, above the accelerated release valve piSton 320.
Note that brake pipe pressure in Passage 316 also flows~
through Passage 316a to Choke Z and to the face of release reservoir c~ontrol check 326 through Passage 316b. Brake pipe air flows through Choke z into Passage 318 and the underside o~ the accelerated release check 328, thence past this check 328 into Passage 319 whence it charges t~e release reservoir and through Passage 319a to Chamber F above the quick service limiting ~alve piston 330.
With the equipment fully charged, pipe pressure may be reduced to initate a brake application. When such a reduction is begun simultaneous reduction of pressure in Chambers A, C and E occurs.
No motion of the quick service limiting valve 332 will occur because it is held up by a 3 psi differential spring 334 in Chamber G. The accelerated release valve piston 320 will initially be resting on the stabilizing spring cage 336, having permitted the accelerated release check 328 to close at the termination of release reservoir 306 charging. The accelerated release valve piston 320 will not move down until the brake pipe pressure drops about 1/2 psi and will not move down until the stabilizing spring has been overcome. When this occurs, the - 12691~4 accelerated release valve diaphragm piston 320 will move do~n opening the quick service check valve 338. When the quick service check valve 338 is moved off its seat, brake pipe air will ~low to the quick service volume 340;,and because of,the proximity ~f the quick service check 338 to Chamber A, this flow will cause a ~urther downward motion of the accelerated release valve piston 320, thus, assuring that the quick service check 338 will o~en wide, permitting brake pipe pressure to flow from brake pipe through Passage 311, Chamber A, Passage 312, past the open ~uick service check 338 to the quick service limiting valve spool 332, hence, into the quick service volume 340.
Initial flow o~ air will be rapid enough to propagate this quick service action to the next car and will terminate when a 3 psi differential of release reservoir pressure over brake plpe pressure is established, which differential will move the quick service limiting valve spool 332 down cutting off further communication with brake pipe through the quick service check 338.
At this same time, accelerated application pilot valve piston 322 also moves down forcing its check 324 from its seat and permltting quick astion chamber 308 air to flow from Passage 317a past the open check valve 324 to atmosphere through Choke U, while subjecting the inner area of the accelerated application valve dlaphragm 342 to the pressure backed up by Choke U.
If this backed up pressure is sufficient, it will cause the accelerated application diaphragm 342 to move downward from lts i lZ~i9129~
seat exposing the larger outer area and permitting the upper accelerated application check valve to seat 344, cutting off communication between brake pipe in Passage 312 and the already charged bulb volume 346. As ].ong as the accelerated application pilot valve 322 is down, permittinq quick action chamber 308 air to flow to atmosphere, the accelerated application valve piSton 342 will be held down by air acting over its full upper diaphragm face, and will drain the bulb volume 346 through Passage 314 and its lower check valve 348. When quick action chamber 308 pressure reduction exceeds tnat of the brake pipe-, the accelerated application pilot valve piston ~22 will rise, allowing its check 324 to close and cut off the supply of quick action chamber 3G8 air to the accelerated application valve piston 342 which will .. allow its upper chambers to drain through Chokes U and T. This action will allow the accelerated application valve piston 342 to move upward, returning its lower check 348 to its seat to prevent further draining of the bulb volume 346 and reopening its upper check 344, thus, reconnecting the drained bulb volume 346 to brake pipe causing a controlled volume of air to be withdrawn from it, thus, causing a further reduction of brake pipe pressure by allowing Passage 312 to communicate past the upper check 344 to Passage 313 and through Choke V wi~h the now drained bulb volume 346. After quick service activity has terminated, any time brake pipe pressure is reduced, the accelerated application pilot valve piston 324 will, again, move down triggering this sequence o~
events much the same way tne accelerated application valve operates on the present ABDW emergency AAV portion.
~Z6912~ -Whenever brake pipe pressure rises above quick action chamber pressure in Chamber B by more than a predetermined amount, accelerated release valve piston 320 will be moved upward and unseat the accelerated release check 328. This action will dump accelerated release volume 306 back to brake pipe, aiding in ~he restoration of brake pipe pressure by way of Passage 319, past the open accelerated release check 328, Passage 318 and 318a, through the release control check 326 bypassing Choke Z, into Passage 316a and 316b, Chamber A, and out Passage 311 to the brake pipe. At the same time, the motion of the accelerated release valve piston 320 upward allows the quick service check 338 to seat, preventing the exhaustior. of brake p~pe air when the quick service limiting valve 332 returns to its upper position. As brake pipe pressure recharges and accelerated release reservoir air pressure decreases, the differential of Chamber A over Chamber B in the accelerated release valve will be decreased; and when brake pipe pressure is less than 5 psi, higher than accelerated release check 328 pressure, the accelerated release check 328 spring will return this check valve 328 to its seat and the E-l brake pipe modulating valve 302 will.be returned to its fully charged position. Above this pressure, brake pipe pressure can only be supplied from the locomotive; and when a ~urther 3 psi has been bu-lt up in the brake pipe, its pressure will be higher than accelerated release reservoir pressure and accelerated release reservoir 306 recharge will begin through Choke Z and the accelerated release reservoir charging check 328.
lZ691Z~lL
From the preceding description of the preferred embodiments, it is evident that the desired objects are attained in that reduced size reservoirs are mounted directly to the triple valve which are mounted on each truck. The accelerated application and release functions are separate from the triple valve and are distributed throughout the train.
Although the invention has been described and illustrated in detail, it is to be clearly understood that the same is by way of illustration and example only and is not to be taken by way of limitation. The spirit and scope of the invention are to be limited only by the terms of the appended claims.
The prior art brake systems were generally standarized to include an ABD or equivalant braking valYe connected by conduits to the brake pipe, auxuliary and emergency reservoirs and brake cylinders. These brake valves would control all the brakes on the trucks of a single car. If more than two trucks were to be controlled by the brake valve, relay valves were included. These systems include a substantial amount of conduits connecting the elements of the brake syste~ on each of the cars. The ABD and equivalant brake valYes include the service application, emergency application, release and accelerated release function. With the development of non-conventional car designs, brake systems which are adapations of the preexistlng brake systems were developed.
These and the conventional brake systems include an unnecessary amount of conduits per car and unnecessarily large reservoirs.
Thus, it is an object of the present disclosure to provide a simplified fluid brake system for rail vehicles.
Another object of the present disclosureis to provide a braking system which reduces the size of the auxiliary and emergency reservoirs.
A further object of the present disclosureis to eliminate unnecessary piping and reduce the number of sources of fluid leakage.
., ,, ' ~' .
Another object is to provide a group of standard parts or modules which can be economically applied to any type of freight car without special engineering, including articulated cars having any number of trucks~between couplers.
Here described is a triple valve assembly having reduced auxiliary and emergency reservoirs mounted directly thereon. The assembly is connected only to the brake pipe and to the brake cylinder of one truck and controls the interconnection between the brake pipe, brake cylinder, auxiliary reservoir and emergency reservoir to produce charging of the reservoirs, service application and emergency application of the brakes and release of air to the brake cylinder. The unique triple valve, in response to the venting of brake pipe which characterizes an emergency brake application, provides a sequential application of pressure to the brake cylinder. Fir~t the auxiliary reservoir pressure is equalized with that of the brake cylinder, followed by disconnection of the auxiliary reservoir from an application of the emergency reservoir to the brake cylinder. This sequential operation allows increased brake cylinder pressure while allowing reduction in the volume of the emergency reservoir used to accomplish this pressure.
In both service and emergency applications, a variable flow rate valve is connected between the supply portion of tbe triple valve and the brake cylinder to allow a high flow during the initial application of the air to the brake cylinder with a decreased flow rate during the second staye.
. i269124 The triple valve assembly is easily adaptable for receiving a load responsive fixture. This fixture includes a first path for connecting the supply to the brake cylinder and to a volume reservoir and providing 2 predetermined portion of supply pressure to the brake cylinder. A second path controlled by the load is connected in parallel with the first path, and bypasses the proportioning path and cuts off the volume reservoir for a loaded sensed condition. A double acting piston is provided to simultaneously open the bypass and close the dummy reservoir or connect the dummy reservoir and close the bypass. The bypass is also responsive to a brake released signal to bypass the proportioning device during a brake release sequence.
A modulating valve is also provided independe~t of the triple valve assemblies, which enhances brake pipe pressure reduction by filling a quick service volume witl~ fluid from the brake pipe for a service signal, and sequentially venting a bulb volume to the atmosphere and refills the bulb volume from the brake pipe as a function of the magnitude of the service signal. The modulating valve also charges the brake pipe with previously stored fluid so as to enhance the rise of brake pipe pressure, hence release of the brakes from a release reservoir in response to a release signal. The filling of the quick service volume occurs at a rate controlled as a function of the diffential pressure between the release reservoir and the brake pipe. A quick action chamber is included for providing accelerated response for filling the quick :lZ691Z~
service volume and venting the bulb volume. The quick action chamber i6 vented after the accelerated initiation and has no effect during further brake pipe pressure reduction activity.
More particularly, in accordance with one aspect of the invention, there is provided, a valve for interconnecting a brake pipe, an auxiliary reservoir, an emergency reservoir and a brake cylinder comprising:
brake pipe, auxiliary reservoir, emergency reservoir, brake cylinder and atmosphere ports;
first sensing means for sensing the pressure at said brake pipe port;
second sensing means for sensing the differential pressure between said brake pipe port and auxiliary reservoir port;
third sensing means for sensing the differential pressure between said auxiliary reservoir port and brake cylinder port;
first valve means connected to said auxiliary reservoir port, emergency reservoir port and said first and third sensing means, including an I/O port, and having a first position for interconnecting said auxiliary reservoir port and said I/O port and isolating said emergency reservoir port from said I/O port for a first brake pipe port pressure sensed by said first sensing means and a second position for interconnecting said emergency reservoir port and said I/O port and isolating said auxiliary reservoir port from said I/O port for a second brake pipe port pressure sensed by said first sensing means and a first differential pressure sensed by said third sensing means; and second valve means connected to said first valve means I/O
port, said brake cylinder port, said atmosphere port and said second sensing means for isolating said I/O port, said brake cylinder port and said atmosphere port from each other for a first differential pressure sensed by said second sensing means, interconnecting said I/O port and said brake cylinder port and isolating said atmosphere port for a second differential pressure sensed by said second sensing means, and interconnecting said brake cylinder port and said atmosphere port and isolating I/O
:lZ6~24 port for a third differential pressure sensed by said second sensing means.
In accordance with the second aspect of the invention there is provided, a valve for interconnecting a brake pipe, an auxiliary reservoir, an emergency reservoir and a brake cylinder comprising:
brake pipe, auxiliary reservoir, emergency reservoir, brake cylinder and atmosphere ports;
sensing means connected to said brake pipe port for sensing a service signal, a release signal and an emergency signal pressures on said brake pipe port; and valve means connected to said brake cylinder port, auxiliary reservoir port, emergency reservoir port and atmosphere port and said sensing means for (a) interconnecting said brake cylinder port and auxiliary reservoir port for a service signal sensed by said sensing means;
(b) interconnecting said brake cylinder port and atmosphere port for a release signal sensed by said sensing means; and (c) sequentially interconnecting said brake cylinder port and said auxiliary reservoir port, isolating said brake cylinder port from said auxiliary reservoir port and interconnecting said brake cylinder port and said emergency reservoir port for an emergency signal sensed by said sensing means.
BRIEF DESCRIPTION OF THE DRAWINGS
Embodiments of the invention will now be described with reference to the accompanying drawings wherein;
Figure 1 is a schematic perspective of a train brake system made up of different types of cars.
Figure 2 is a perspective view of a truck mounted ~rake incorporating a valve and reservoir.
Figure 3 is a perspective view of a modulation valve.
Figure 4 is a cross-section of a supply valve.
Figure 5 is a cross-sectional view of a load fixture.
Figure 6 is a cross-sectional view of the modulation valve.
- Sa -lZ691Z4 DETAILED DESCRIPTION OF THE DRAWINGS
A train 10 as illustrated in Figure 1 includes a plurality of cars 12, 14, 16 and 18 of different styles for purpose of illustration. Car 12 is a two-axle car, cars 14 and 16 are - 5b -126912~
articulated cars sharing a common axle and car 18 is a conventional car having two axles per truck. A brake pipe 20 extends throughout the train 10. Each of the cars include a brake system which for car 12 is a cingle axle brake 22 and for cars 14, 16 and 18 are double axle brake systems 24. Included at each brake system are a truck 22 and 24 is a novel triple valve 100.
Also spread throughout the train at approximately 75 foot intervals are modulation valve systems 300. Thus, it can be seen that a braking vaive is included at each truck irrespectïve of the truck and car design.
The twin axle brake 24, as shown in Figure 2, consists of a pair of brake beams 30, 32 and a single actuator 34 equipped with double-acting slack adjuster 36 and cable 38 operated parking brake. The actuator 34 is supported by, and lies along side, beam 30 and operates to spread a palr of bell cranks 40, whose ends are attacned so as to drive the opposite brake beam 32 against its wheels The pivot points of the bell cranks 40 in the master beam 30 react the equal and opposite force generated by this action which pushes tbe master beam up against its wheels.
The 17 total available stroke of the actuator is sufficient to permit the beams to mount 2-1/2~ brake shoes and to operate without adjustment through the life of these shoes and through a full cycle of wheel wear.
- 12691~l The combined reservoir and triple valve 100, as shown in Figure 2, is designed to be mounted to the truck bolster and connected with armored..hoses 42 and.44.to.both the brake actuator and the brake pipe respectively. The triple-valve is comprised of three die castings and includes: a simple triple valve to produce service brake cylinder pressure, an emergency equalizing valve to provide high brake cylinder pressure in emergency, and an inshot valve to produce rapid filling of the actuator followed by a controlled brake cylinder pressure rise, which should be particularly important in an emergency brake application.
In connection with the triple valve portion, it should be noted that no release insuring quick service or emergency brake pipe related functions are included. When brake pipe pressure reduces to zero, the triple valve reacts by raising the brake - cylinder pressure approximately 15~ higher than the value attained at full service equalization. This will be described in detail below with respect to Figure 4.
To provide cars having high gross-to-tare welght ratios with a more even braking ratio over the entire load range, the triple valve lOO brake equipment includes an optional empty load fixture 200, as shown in Figure 2. Because of the location of the basic triple valve portion of the truck bolster, the empty load fixture can be added by simply replacing a blanking plate with the additional portion as shown in the figure. The empty load portion has a load arm 202, which can be connected to, or rest upon, the 691Z~
truck frame spring basket so as to detect empt~ or loaded condition by the height of the bolster relativ~ to this basket.
Since this dimension is unaffected by centerpl~te or side bearing wear or truck swiveling, it provides a reliabli.e, repeatable measure of spring deflection and, therefore, c.~r load.
In operation, the empty load fixtures oper~te on the proportioning principle, except that the dummy reservoir is on the high pressure rather than the low pressure side of the proportioning valve, resulting in its volume h~ing to be only 69 cu. in., which volume is easily enclosed in the empty load portion itself.
The brake pipe modulation group 300, in Fi~re 3, consists of an E-l modulation valve 302 and KM-2 vent valv~ 304 mounted to the ends of a 10 x 20 release reservoir 306. The ~nctions of this valve are to provide all of the brake pipe sta~llizing and accelerating features of both the service and e~ergency portions of the present ABDW control valve. In particu~r, the following are carried out:
a) The quick service function detects bra~ pipe pressure reductions beyond a fixed amount and opens bra~e pipe to a quick service volume so as to produce rapid serial t~cansmission of service application and assure a minimum brake~pipe reduction b) An accelerated application valve provi~es continuous quick service activity for brake pipe reduction at a. service rate beyond quick service.
lZ69~24 c) An accelerated release-valve provides ~a dumpback to brake pipe of the 1600 cu. in. release volume, any time brake plpe pressure rises more than a fixed amount, whet~er as a result of service or emergency release.- There is no accelerated release after emergency because the 318 cu. inO of air stored in the two actuators on a typical car would provide a ne~ligible improvement in brake pipe release when compared with the b256 cu. in.
available on a 10 x 12 cylinder at 8~ piston t-~avel.
d) Rapid transmission of emergency brake application from any cause is propagated solely by the KM-2 vent v~lve portion.
The triple valve 100 as illustrated in Fi~re 4 includes three devices: the ~A~ triple valve 102, the ~B~ e~rgency equalizing valve 104 and ~ brake cylinder inshot valve 1~.
Positions of the triple valve are release ~nd charging, service, service lap and emergency. During b~h service and emergency brake application, there is both a ~rst and second stage of brake cylinder pressure development c~ntrolled by the inshot valve 1~6. In emergency, a third stage of development increased brake cylinder pressure by approxim~ely 15% above full service.
Operation of the equipment for each of the above positions is as detailed below.
In the release and charging position, brake pipe air from the brake pipe enters triple valve 102, through pas~sage 14 to Chamber A, moving the valve stem 121 downward and flows through Passage 112 to equalizing reset piston, Chamber C, a~d -through Passage 113 to the underside of the emergency reservoir cha~rging check 122.
Alr flowing through this check 122 and Passage 114 charges the 150 cu. in. emergency reservoir and flows by Passa~ 114a to the emergency equalizing valve spool 123 where it ~s blocked. Note than when the triple valve piston 124 moves do~ward, Pilot Pin 125 raises the auxiliary reservoir charging che~k 126 from its seat, permitting brake pipe air to flow from C~amber A through the open charging check 126 and the hollow stem of~ t~e triple valve piston 124 into Cha~oer B, below the triple pis~ton 124, from whence it flows through Passage 116 into Chamb~ E to the lower face of the emergency equalizing valve piston ~32 holding this valve in its upper position. From chamber E, a;r flows through Passage 115 to the emergency equalizing valve s~ol 123 and simultaneously through Passage ll5b to the 650; ~1 in. auxiliary reservoir.
With both reservoirs charged, pressure acrcss the triple valve piston 124 will equalize; and it will move upw~d allowing the charging check 126 to close cutting off commun~ation between the brake pipe and auxiliary reservoir. This is t-~ release lap ~
position of the triple valve 102.
- 10 ~
~Z6912~
Note that with the emergency equalizing va~:v~e 104 in its upper position, air from Passage 115 passes upward thr~ugh the hollow 123a of stem 123 of this valve through Passage 1il7 to Chamber G of the closed brake cylinder supply valve of th~e t~iple valve 102.
During a service application of brakes, brak~ pipe pressure reduction in Chamber A will cause the triple va~we stem 121 to ~ove upward, unseating the supply valve 127 fro~ its outer seat and connecting auxiliary reservoir pressure fro~ Chamber G past the supply valve seat to Passage 118, through ~ich it flows to the top of the open inshot valve check 128, thra~gh this valve to Chamber H, thence, through Passage 119 and the e~pty load blanking plate 129 to brake cyiinder.
srake cylinder air is also fed back through ~assage ll9a to Chamber F above the emergency equalizing valve 7i~4.
: As brake cylinder pressure continues to bui~d up during a second stage of a service or emergency applicat~0n, it passes through chamber B of the open inshot valve chec~ 128. When sufficient air has flowed into the brake cylind.e~ to raise its pressure to approximately 15 psi, the diaphragm ~iston 130 of Chamber H.moves down allowing the inshot valve c~eck 128 to close. Further build up of brake cylinder press~Ie is under the control of Choke z. Thus, inshot valve 106 is a variable flow rate valve allowing high flow during the initia~ stage of brake pressure build-up and a low flow rate in the la~er stages.
~2691Z4 As air fiows from the auxiliary reservoir to the brake cylinder, the pressure in Chamber B, beneath the triple valve, piston 124.falls until it.nearly equals that o~ Brake Pipe in Chamber A, at which point the valve stem 121.will move downward and allow the supply valve 127 to close on its outer seat This will prevent the supply of further auxiliary reservoir air to brake cylinder and, hence, terminate the reduction of pressure in the auxilia~ry reservoir and Chamber B, placing the valve 127 in service lap position.
With the supply valve 127 initially -in the service lap position, any increase in brake pipe pressure will cause the pressure in Chamber A to rise~ above Chamber B, wnich will pull the triple valve stem 121 down away from the supply valve 127, opening the inner seat and permitting brake cylinder air to flow back through the inshot check valve 128, opening it, hence, through Passage 118a.and 118 past the open supply valve inner seat, thence, through the hollow 131 of stem 121 of the triple valve 102 to atmosphere. Simultaneously with the above, ~rake cylinder feedback pressure in Chamber F will reduce through Passage ll9a along with brake cylinder.
Note that reduction of brake cylinder press~re in this manner does not upset the balance of brake pipe pressure over auxiliary reservoir, and the triple valve 102 remains in its release position until brake cylinder pressure reduces to zero.
lZ69124 `
Note also that if the brake pipe pressure is only slightly higher than auxiliary reservoir, the supply valve 127 inner seat will be open; but because of the length of the au~iliary reservoir charging check valve pilot pin 125, the charging check 126 will remain on its seat preventing premature charging of the auxiliary reservoir and, thus, assuring that no air will be trapped n the brake cylinder. Only when a slightly greater pressure exists in the brake pipe than in auxiliary reservoir will the triple valve stem 121 be forced downward sufficiently to open ~he charging valve 126.
A modification to the triple valve could be m~de in which further travel of the triple valve downward would~ lead to a retarded recharge position on cars near the head ~f the train.
~owever, the 650 cu. in. auxiliary reservoir ta~e~s so little charging air that this may not be necessary.
In an emergency brake application, brake pipe pressure is suddenly reduced to zero. Triple valve 102 acti~ is identical with that described above under service brake ap~lication, and a 15 lb. inshot of air to the brake cylinder will ~e made prior to closing of the inshot valve check 128, as in serv~ice. From the point of closing of the inshot valve check 128 ul~il brake cylinder pressure rises to within 2 psi of auxil ary reservoir pressure, brake cylinder pressure development is affected only by the triple valve 1~2 and inshot valve check 128. Note, however, that when brake pipe pressure is reduced to zero in the emergency _ 13 -lZ6912~
application, pressure in Chamber C beneath the eme~gency equalizing valve return piston 133 is also reduced to zero, _ . allowing.the spring in Chamber D of this diaphragm piston 133 to move it down so that it no longer holds up the eme-gency equalizing valve stem 123. The emergency equalizi~g valve 123 will, however, be held up by the differential of auxiliary reservoir in Chamber E over brake cylinder pressure in Chamber F.
When brake cylinder pressure in Chamber F rises to within 2 psi of auxiliary reservoir pressure in Chamber E, ~he emergency equalizing valve stem 123 will begin to move down~ard under the influénce of emergency spring 134 in Chamber J. C~amber J is connected to atmosphere through Choke Y and the sm~ll hole 135 through the center of the equalizing valve stem 12~ to Chamber K
beneath the spool 127, opening 137, and Chamber ~ aDove the emergency equalizing valve return piston 133. Wh~ the emergency equalizing valve stem 123 begins to move downwardt supply valve air in Passage 117 flows upward through Passage l~a; and at the first motion of the emergency equalizing spool 12~ downward, Passage 117a lS connected to Chamber J past the u~pær land of the emergency equalizing valve spool 123, causing auxi~iary reservoir pressure present in Passage 117 to vent into Cham~e~ J where it acts on the top of the emergency equalizing valve s~em 123 urging it rapidly downward. since Choke Y is much smaller than the passage 117a admitting this air to Chamber J, pres~re developing in Chamber J assures full motion of the emergency equalizing spool 123 downward until its motion is stopped by the ruDber seat 136 at the bottom of Chamber K.
1~69~:4 - `
When the emergency equalizing-valve rests on this seat 136, communication through choke Y to atmosphere through ~penings 137 is blocked and brake cylinder pressure is maintaine~ in Chamber F, where along with Spring 134, it continues to hold the emergency equalizin~ valve 123 downward against its lower seat 136.
Motion of the emergency equalizing valve stem 1~3 to its lower seat cuts off communication via Passage 115 of auxi~lary reservoir to brake cylinder and the hollow 123a of the emerge~y equalizing valve stem 123. In its lower position, this hollow stem 123a of 123 is connected to the emergency reserv-oir providi~ passage of air to the brake cylinder from the emergency reserv~r. Thus, using emergency reservoir air only to increase brake cyinder pressure and not wasting it by needlessly increasin~ ~uxiliary reservoir pressure as in earliee components with the ~mergency equalizing valve in its lower position, emergency re~servoir air flows through the hollow 123a of stem 123 of the e~ izing valve to Passage 117, thence~ past the open supply valve t~ ~assage 118, and through Choke Z of the inshot valve check 128 t~ ~he brake cylinder, addlng a third or high pressure phase to ~rake cylinder pressure.development.
- With the brake applied ~.n emergency, brake cyli~e~ pressure, . with an initial 70 psi brake pipe, would be 60 psi; ~xiliary reservoir pressure would be 50 psi (lower than brake cylinder~
because of the emergency equalizing valve). Thus, w~en brakes are released, the brake pipe need only be restored to s~ething above - 15 - .
12691;Z~
50 psi to raise the pressure in Chamber A above the auxiliary reservoir pressure in Chamber B. This reduced brake pipe pressure requirement, along with_the.dumpback of air from the modulating valve 3~0 should overcome the.need for the present accelerated emergency release feature.
As with service release, when the triple valve ~iston 124 moves down, it unseats its hollow spool 131 from the inner seat of the supply valve 127, permitting brake cylinder air to flow from brake cylinder to Passage 119 back through the insh~ check valve 128, unseating this check 128, through Passages 11~ and 118 and past the inner seat oE the suppiy valve 127 to atmos~here through the hollow center 131 of the triple valve piston.
This action reduces brake cylinder pressure at ~ rate independent of inshot choke z. As brake cylinder pr~ssure reduces, so does the pressure in Chamber F above the emergency equalizing valve 132. At the same time this pressu~e is be ng reduced, pressure in Chamber C, beneath the emergency equalizing valve return piston 133, is acting to force the emer~ency equalizing valve 123 upward to its service posit~on_ When the brake cylinder.pressure in chamber F above the emer~eDcy equalizing valve piston 132 drops to the point where the combined effort of auxiliary reservoir pressure in Chamber E and return piston pressure in Chamber C are sufficient to urge lt upward, it will begin to move upward and will cut off communic~tion through Passage 117a to Chamber J allowing Chamber J pressure to reduce to ~Z691~
atmosphere through Choke Y, assuring that once the emergency equalizing valve 123 has started to move upward, this motion will be continued to its upper most stop and the release position.
Finally, when brake cylinder pressure drops below 15 psi, this pressure acting in Chamber G will no longer be sufficient to keep the inshot valve piston 130 down and will allow this piston 130 to move up, aiding the back flow of air to keeping open ~he inshot valve check 128 and assuring complete release of brake cylinder air to the atmosphere.
Charging of the 650 cu. in. auxilia~y reservolr ~ill begin when sufficient differential of brake pipe pressure over auxiliary reservoir pressure exists to open the charging check 126 in the triple valve stem, and charging of the 150 cu. in. e~ærgency reservoir will resume when auxiliary reservoir pressu~e has been restored above 60 psi so that pressure can flow from ~assage 2 through Chamber C and the emergency reservoir charging check 122 to recharge this 150 cu. in. volume.
In the event that an empty load brake system 200 is requried, the empty load blanking plate 129 shown in Figure 4 ~ay be removed and the empty load device 200 shown diagrammatically in Figure 5 is mounted to it with the load arm 202 connected to the car as shown in Figure 2. This valve contains a simple ratioing valve 204, lock over piston 206, change over valve 208 and dummy volume 210, as shown in Figure 5, and operates in the following manner:
When a brake application is made, brake cylinder pIessure enters from the triple valve in Passage 221 and flows ~o Chamber A
on the left side of the ratio valve. Simultaneously, air flows through Passage 211a to the semi-circular area on top ~f the change over valve key 208~ In the event that the car ~s light, the load arm 202 will be positioned downward; and bra~e cylinder air will flow from Passage 211a past the key 208 to P~ssage 213, thence to Chamber C on the right hand side of the lock over piston 206. Moving this piston 206 to the left requires onl~ 5 psi or less; and in its left most position, the piston is det~nted by an annular spring engaging a detent groove.
As air pressure continues to rise in the supply p~essure in Chamber A on the left hand side of the ratio valve 204 ~xerts less force on the spool of this valve 204 than does the bra~e cylinder pressure in Chamber B on its right hand side, forcing ~e double piston spool to the left agalnst the ratio valve seat ~ a ratio of 50, 60 or 70% of input pressure, as determined by t~
particular diaphragms used. As supply pressure from t~ triple valve continues to rise, Chamber A pressure will bui}d up, forcing the spool to the right, allowing further passage of air through the hollow spool to Chamber B causing it, again to close, with Chamber B pressure always at the desired ratio to Cha~ber A
pressure.
9~26~1Z4 Air also flows from Chamber A through Passage 211b and the unseated dummy volume cut-off check valve 230 into Passage 212 and the dummy volume 210. since the dummy volume 210 is only 69 cu.
in., this volume will accept the additional air supplied by the triple valve and not needed by the brake cylinder at the lower pressure of the ratio valve 204, thus, bringing about an equal reduction in auxiliary reservoir pressure in response ~o brake pipe pressure reduction whether the car is empty or loaded. Thus, at final equalization in either service or emergency, the output pressure of the triple valve in Passage 211 will be exactly the same, whether the car is loaded or empty. Brake cylinder pressure, however, whéther service or emergency, will be 50, 60 or 70g of that provlded by the triple valve as determined by the ratio of Chamber A area to Chamber B area.
Note that during the above light, car operation, brake cylinder air from Chamber B also flows through 114a to the face of bypass check valve 232 but cannot open this valve because of the higher supply pressure behind it, which holds it to its seat.
When brake cylinder pressure is released, air flows from Chamber A out to the triple valve, through the triple valve, and to atmosphere causing the ratio valve 204 to close more tightly to its seat. However, air from brake cylinder in Passage 214 can flow through Chamber ~, through Passage 214a, and will unseat~the bypass check 232 because of its differential over the now reduced supply pressure in Passage 211c. Thus, during release, brake ~Z6~12~
cylinder pressure flows from brake cylinder into Passage 214, through Chamber B, Passage 214a, past the bypass check valve 232, unseating it, into Passage 211c, Passage 211b, Chamber A, and out Passage 211 to the triple valve and exhaust.
If the car weighs heavy, the load arm 202 will be moved upward to Position C; and Passage 211a will be connected through the changeover valve key to Passage 215. Brake cylinder air will, tnus, enter Chamber D on the left side of the lock over piston 206, forcing it to the right, in which position it will ~e detected, forcing the bypass check 232 off of its seat and allowing the dummy volume cut-off check 230 to move to its seat.
As air pressure builds up in Passage 211 and Chamber A where, again, it flows through the hollow piston rod of the ratio valve 204 tb Chamber B and the brake cylinder and, again, forces the ratio valve to the left. However, with the lock over piston 206 in its right hand position, air can flow from Chamber A through Passages 211b and 211c and past the opened bypass check into Passage 214, Chamber B, and out to the brake cylinder, Since the dummy volume 212 is not desired cut in, a~ all air suppiied by the triple valve in the loaded position must be passed to the brake cylinder, the dummy volume cut-off check 230, which is permitted to move to its seat by the lock over p ston 206, will do so and prevent unnecessary loss of air to the dummy Volume-210.
~Z691;2~
When brakes are released after an application with the empty load fixtures in the loaded position, air flow out of the valve is exactly the same as in the empty position with the eXception that brake cylinder pressure does not have to move the bypass check 232 off of its seat as it is held open by the lock over piston 206 in any case.
E-l BRAKE PIP~ MODULATION VALVE 302 The purpose of the E-l brake pipe modulating valve 3~2 shown in Figure 3 and diagrammatically ill Figure 6, is to pcovide quick service propagation of an initial service application and to provide a continuouS quick service functio~. A third purpose is to control the storage and release back to brake pipe of air in a release volume so as to provide accelerated release of brakes after both service and emergency brake applications.
The only connection to the E-l brake pipe modulating ~alve 302 is to the brake pipe and the augmentation of brake pipe pressure change it provides will be comparable to those in the AB, ABD and ABDW type control valves.
When charging this valve 302, air flows initially from brake pipe by passage 311 to the underside of accelerated release valve piston 320, Chamber A, thence through Passage 316 to Chamber C on the underside of accelerated application pilot valve picton 322.
Air from Chamber C flows through Quick Action Chamber Charging Choke Y and Passage 317 to the quick action chamber 308, and ~Z69124 Passage 317a to the back of the accelerated application pilot valve check valve 324. Air flGwing through Choke Y is at ~uick action chamber pressure and is communicated via Passage 317b to Chamber D, above the accelerated application pilot valve piston 322 and Chamber B, above the accelerated release valve piSton 320.
Note that brake pipe pressure in Passage 316 also flows~
through Passage 316a to Choke Z and to the face of release reservoir c~ontrol check 326 through Passage 316b. Brake pipe air flows through Choke z into Passage 318 and the underside o~ the accelerated release check 328, thence past this check 328 into Passage 319 whence it charges t~e release reservoir and through Passage 319a to Chamber F above the quick service limiting ~alve piston 330.
With the equipment fully charged, pipe pressure may be reduced to initate a brake application. When such a reduction is begun simultaneous reduction of pressure in Chambers A, C and E occurs.
No motion of the quick service limiting valve 332 will occur because it is held up by a 3 psi differential spring 334 in Chamber G. The accelerated release valve piston 320 will initially be resting on the stabilizing spring cage 336, having permitted the accelerated release check 328 to close at the termination of release reservoir 306 charging. The accelerated release valve piston 320 will not move down until the brake pipe pressure drops about 1/2 psi and will not move down until the stabilizing spring has been overcome. When this occurs, the - 12691~4 accelerated release valve diaphragm piston 320 will move do~n opening the quick service check valve 338. When the quick service check valve 338 is moved off its seat, brake pipe air will ~low to the quick service volume 340;,and because of,the proximity ~f the quick service check 338 to Chamber A, this flow will cause a ~urther downward motion of the accelerated release valve piston 320, thus, assuring that the quick service check 338 will o~en wide, permitting brake pipe pressure to flow from brake pipe through Passage 311, Chamber A, Passage 312, past the open ~uick service check 338 to the quick service limiting valve spool 332, hence, into the quick service volume 340.
Initial flow o~ air will be rapid enough to propagate this quick service action to the next car and will terminate when a 3 psi differential of release reservoir pressure over brake plpe pressure is established, which differential will move the quick service limiting valve spool 332 down cutting off further communication with brake pipe through the quick service check 338.
At this same time, accelerated application pilot valve piston 322 also moves down forcing its check 324 from its seat and permltting quick astion chamber 308 air to flow from Passage 317a past the open check valve 324 to atmosphere through Choke U, while subjecting the inner area of the accelerated application valve dlaphragm 342 to the pressure backed up by Choke U.
If this backed up pressure is sufficient, it will cause the accelerated application diaphragm 342 to move downward from lts i lZ~i9129~
seat exposing the larger outer area and permitting the upper accelerated application check valve to seat 344, cutting off communication between brake pipe in Passage 312 and the already charged bulb volume 346. As ].ong as the accelerated application pilot valve 322 is down, permittinq quick action chamber 308 air to flow to atmosphere, the accelerated application valve piSton 342 will be held down by air acting over its full upper diaphragm face, and will drain the bulb volume 346 through Passage 314 and its lower check valve 348. When quick action chamber 308 pressure reduction exceeds tnat of the brake pipe-, the accelerated application pilot valve piston ~22 will rise, allowing its check 324 to close and cut off the supply of quick action chamber 3G8 air to the accelerated application valve piston 342 which will .. allow its upper chambers to drain through Chokes U and T. This action will allow the accelerated application valve piston 342 to move upward, returning its lower check 348 to its seat to prevent further draining of the bulb volume 346 and reopening its upper check 344, thus, reconnecting the drained bulb volume 346 to brake pipe causing a controlled volume of air to be withdrawn from it, thus, causing a further reduction of brake pipe pressure by allowing Passage 312 to communicate past the upper check 344 to Passage 313 and through Choke V wi~h the now drained bulb volume 346. After quick service activity has terminated, any time brake pipe pressure is reduced, the accelerated application pilot valve piston 324 will, again, move down triggering this sequence o~
events much the same way tne accelerated application valve operates on the present ABDW emergency AAV portion.
~Z6912~ -Whenever brake pipe pressure rises above quick action chamber pressure in Chamber B by more than a predetermined amount, accelerated release valve piston 320 will be moved upward and unseat the accelerated release check 328. This action will dump accelerated release volume 306 back to brake pipe, aiding in ~he restoration of brake pipe pressure by way of Passage 319, past the open accelerated release check 328, Passage 318 and 318a, through the release control check 326 bypassing Choke Z, into Passage 316a and 316b, Chamber A, and out Passage 311 to the brake pipe. At the same time, the motion of the accelerated release valve piston 320 upward allows the quick service check 338 to seat, preventing the exhaustior. of brake p~pe air when the quick service limiting valve 332 returns to its upper position. As brake pipe pressure recharges and accelerated release reservoir air pressure decreases, the differential of Chamber A over Chamber B in the accelerated release valve will be decreased; and when brake pipe pressure is less than 5 psi, higher than accelerated release check 328 pressure, the accelerated release check 328 spring will return this check valve 328 to its seat and the E-l brake pipe modulating valve 302 will.be returned to its fully charged position. Above this pressure, brake pipe pressure can only be supplied from the locomotive; and when a ~urther 3 psi has been bu-lt up in the brake pipe, its pressure will be higher than accelerated release reservoir pressure and accelerated release reservoir 306 recharge will begin through Choke Z and the accelerated release reservoir charging check 328.
lZ691Z~lL
From the preceding description of the preferred embodiments, it is evident that the desired objects are attained in that reduced size reservoirs are mounted directly to the triple valve which are mounted on each truck. The accelerated application and release functions are separate from the triple valve and are distributed throughout the train.
Although the invention has been described and illustrated in detail, it is to be clearly understood that the same is by way of illustration and example only and is not to be taken by way of limitation. The spirit and scope of the invention are to be limited only by the terms of the appended claims.
Claims (11)
PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A valve for interconnecting a brake pipe, an auxiliary reservoir, an emergency reservoir and a brake cylinder comprising:
brake pipe, auxiliary reservoir, emergency reservoir, brake cylinder and atmosphere ports;
first sensing means for sensing the pressure at said brake pipe port;
second sensing means for sensing the differential pressure between said brake pipe port and auxiliary reservoir port;
third sensing means for sensing the differential pressure between said auxiliary reservoir port and brake cylinder port;
first valve means connected to said auxiliary reservoir port, emergency reservoir port and said first and third sensing means, including an I/O port, and having a first position for interconnecting said auxiliary reservoir port and said I/O port and isolating said emergency reservoir port from said I/O port for a first brake pipe port pressure sensed by said first sensing means and a second position for interconnecting said emergency reservoir port and said I/O port and isolating said auxiliary reservoir port from said I/O port for a second brake pipe port pressure sensed by said first sensing means and a first differential pressure sensed by said third sensing means; and second valve means connected to said first valve means I/O port, said brake cylinder port, said atmosphere port and said second sensing means for isolating said I/O port, said brake cylinder port and said atmosphere port from each other for a first differential pressure sensed by said second sensing means, interconnecting said I/O port and said brake cylinder port and isolating said atmosphere port for a second differential pressure sensed by said second sensing means, and interconnecting said brake cylinder port and said atmosphere port and isolating I/O
port for a third differential pressure sensed by said second sensing means.
brake pipe, auxiliary reservoir, emergency reservoir, brake cylinder and atmosphere ports;
first sensing means for sensing the pressure at said brake pipe port;
second sensing means for sensing the differential pressure between said brake pipe port and auxiliary reservoir port;
third sensing means for sensing the differential pressure between said auxiliary reservoir port and brake cylinder port;
first valve means connected to said auxiliary reservoir port, emergency reservoir port and said first and third sensing means, including an I/O port, and having a first position for interconnecting said auxiliary reservoir port and said I/O port and isolating said emergency reservoir port from said I/O port for a first brake pipe port pressure sensed by said first sensing means and a second position for interconnecting said emergency reservoir port and said I/O port and isolating said auxiliary reservoir port from said I/O port for a second brake pipe port pressure sensed by said first sensing means and a first differential pressure sensed by said third sensing means; and second valve means connected to said first valve means I/O port, said brake cylinder port, said atmosphere port and said second sensing means for isolating said I/O port, said brake cylinder port and said atmosphere port from each other for a first differential pressure sensed by said second sensing means, interconnecting said I/O port and said brake cylinder port and isolating said atmosphere port for a second differential pressure sensed by said second sensing means, and interconnecting said brake cylinder port and said atmosphere port and isolating I/O
port for a third differential pressure sensed by said second sensing means.
2. A valve according to claim 1, including first check valve means between said brake pipe port and said emergency reservoir port for interconnecting said emergency reservoir port and said brake pipe port for a given differential pressure thereacross; and second check valve means between said brake pipe port and said auxiliary reservoir port for interconnecting said auxiliary reservoir port and said brake pipe port for a given differential pressure thereacross.
3. A valve according to claim 2, wherein said second check valve means is connected to and actuated by said second sensing means.
4. A valve according to claim 1, including means for applying I/O port pressure to said first valve means to accelerate said first valve means transition from said first to said second position for said second brake pipe port pressure and at a second differential pressure less than said first differential pressure sensed by said third sensing means.
5. A valve according to claim 1, including a variable flow means connected between said second valve means and said brake cylinder port for providing a first flow rate for a first brake cylinder port pressure and a second flow rate for a second brake cylinder port pressure.
6. A valve according to claim 5, wherein said first flow rate is greater than said second flow rate and said first brake cylinder port pressure is less than said second brake cylinder port pressure.
7. A valve according to claim 1, including fourth sensing means for sensing load of a vehicle to which said valve is to be mounted, and load valve means connected between said brake cylinder port and said second valve means and connected to said fourth sensing means for providing a first proportion of fluid pressure from said second valve means to said brake cylinder port for a first load sensed by said fourth sensing means and for providing a second proportion of fluid pressure from said second valve means to said brake cylinder port for a second load sensed by said fourth sensing means.
8. A valve according to claim 7, wherein said first proportion is greater than said second proportion; and including a dummy reservoir and means for connecting fluid from said second valve means to said dummy reservoir for a second load sensed by said fourth sensing means.
9. A valve for interconnecting a brake pipe, an auxiliary reservoir, an emergency reservoir and a brake cylinder comprising:
brake pipe, auxiliary reservoir, emergency reservoir, brake cylinder and atmosphere ports;
sensing means connected to said brake pipe port for sensing a service signal, a release signal and an emergency signal pressures on said brake pipe port; and valve means connected to said brake cylinder port, auxiliary reservoir port, emergency reservoir port and atmosphere port and said sensing means for (a) interconnecting said brake cylinder port and auxiliary reservoir port for a service signal sensed by said sensing means;
(b) interconnecting said brake cylinder port and atmosphere port for a release signal sensed by said sensing means;
and (c) sequentially interconnecting said brake cylinder port and said auxiliary reservoir port, isolating said brake cylinder port from said auxiliary reservoir port and interconnecting said brake cylinder port and said emergency reservoir port for an emergency signal sensed by said sensing means.
brake pipe, auxiliary reservoir, emergency reservoir, brake cylinder and atmosphere ports;
sensing means connected to said brake pipe port for sensing a service signal, a release signal and an emergency signal pressures on said brake pipe port; and valve means connected to said brake cylinder port, auxiliary reservoir port, emergency reservoir port and atmosphere port and said sensing means for (a) interconnecting said brake cylinder port and auxiliary reservoir port for a service signal sensed by said sensing means;
(b) interconnecting said brake cylinder port and atmosphere port for a release signal sensed by said sensing means;
and (c) sequentially interconnecting said brake cylinder port and said auxiliary reservoir port, isolating said brake cylinder port from said auxiliary reservoir port and interconnecting said brake cylinder port and said emergency reservoir port for an emergency signal sensed by said sensing means.
10. A valve according to claim 9, wherein said valve means includes means connected to said sensing means and auxiliary reservoir port for causing said valve means to disconnect said brake cylinder port and auxiliary reservoir port when said auxiliary reservoir port pressure is approximately equal to said service signal pressure.
11. A valve according to claim 9, wherein said valve means includes emergency means connected to said auxiliary reservoir port and brake cylinder port for causing said valve to isolate said brake cylinder port from said auxiliary reservoir port and interconnecting said brake cylinder port and emergency reservoir port when said brake cylinder port pressure is approximately equal to sense auxiliary reservoir port pressure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000606141A CA1269124A (en) | 1985-09-16 | 1989-07-19 | Interconnecting valve for brake pipe, auxiliary reservoir, emergency reservoir and brake cylinder |
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US06/776,763 US4653812A (en) | 1985-09-16 | 1985-09-16 | Truck mounted pneumatic brake control system |
| US776,763 | 1985-09-16 | ||
| CA000516913A CA1264789A1 (en) | 1985-09-16 | 1986-08-27 | Truck mounted pneumatic brake control system |
| CA000606141A CA1269124A (en) | 1985-09-16 | 1989-07-19 | Interconnecting valve for brake pipe, auxiliary reservoir, emergency reservoir and brake cylinder |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000516913A Division CA1264789A1 (en) | 1985-09-16 | 1986-08-27 | Truck mounted pneumatic brake control system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1269124A true CA1269124A (en) | 1990-05-15 |
Family
ID=25671080
Family Applications (3)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000606142A Expired - Lifetime CA1269125A (en) | 1985-09-16 | 1989-07-19 | Vehicle load responsive valve |
| CA000606141A Expired - Lifetime CA1269124A (en) | 1985-09-16 | 1989-07-19 | Interconnecting valve for brake pipe, auxiliary reservoir, emergency reservoir and brake cylinder |
| CA000606143A Expired - Lifetime CA1269126A (en) | 1985-09-16 | 1989-07-19 | Modulating valve for a brake pipe |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000606142A Expired - Lifetime CA1269125A (en) | 1985-09-16 | 1989-07-19 | Vehicle load responsive valve |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000606143A Expired - Lifetime CA1269126A (en) | 1985-09-16 | 1989-07-19 | Modulating valve for a brake pipe |
Country Status (1)
| Country | Link |
|---|---|
| CA (3) | CA1269125A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9114815B2 (en) | 2013-03-14 | 2015-08-25 | Brandt Road Rail Corporation | Assembly for extendable rail-supported vehicle coupler |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113665550B (en) * | 2021-08-24 | 2022-06-28 | 交控科技股份有限公司 | Auxiliary control system of railway vehicle and railway vehicle |
-
1989
- 1989-07-19 CA CA000606142A patent/CA1269125A/en not_active Expired - Lifetime
- 1989-07-19 CA CA000606141A patent/CA1269124A/en not_active Expired - Lifetime
- 1989-07-19 CA CA000606143A patent/CA1269126A/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9114815B2 (en) | 2013-03-14 | 2015-08-25 | Brandt Road Rail Corporation | Assembly for extendable rail-supported vehicle coupler |
Also Published As
| Publication number | Publication date |
|---|---|
| CA1269125A (en) | 1990-05-15 |
| CA1269126A (en) | 1990-05-15 |
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| Date | Code | Title | Description |
|---|---|---|---|
| MKLA | Lapsed |