Load-responsive brake control apparatus

Abstract

Claims

June 14, 1960 w QRTMANN ETAL 2,940,796 LOAD-RESPONSIVE BRAKE CONTROL APPARATUS Filed July 1, 1958 INVENTOR. KARL IVEt/BEIK BY WALTER flnnwuvlv 4 6d) 01 ATTUENE-Y w mn United States Patent LOAD-RESPONSIVE BRAKE CONTROL APPARATUS Walter Ortmann, Hannover-Herrenhausen, and Karl Neubeck, Hannover, Bremsen-Gesellschaft rn.b.H., Hannover, Germany Filed July 1, 1958, Ser. No. 145,954 Claims priority, application Germany July 8, 1957 9 Claims. (Cl. 3033-22) This invention relates to load responsive brake control apparatus and more particularly to such apparatus embodying a brake cylinder relay valve device, the proportionality constant of which is varied according to vehicle load, such as may be denoted by pressure of fluid in an air spring means in which the pressure of fluid is varied as necessary to maintain a sprung portion of the vehicle at a substantially constant preselected height relative to an unsprung portion of the vehicle and which pressure is thus indicative of vehicle load. According to the invention, a load responsive brake control apparatus is provided comprising two coaxially arranged pistons which are not positively connected to each other and are disposed at opposite sides of a casing partition and reciprocable within a casing; said'pistons being subject at their non-adjacent sides to atmospheric pressure and subject respectively at their adjacent sides to pressures of fluid in a brake cylinder and in a control pipe in which fluid pressure is increased for causing a brake application and reduced for causing a brake release. Valve means operably controlled by these pistons operate to provide in the brake cylinder fluid which is a loadcontrolled proportion of the pressure of fluid supplied to the control pipe. This proportion is varied according to the position of a rollable fulcrum which is interposed between and engages a pair of lever means each of which is operatively connected to a respective one of said pistons; the brake cylinder pressure being at a maximum proportion of the pressure of fluid in the control pipe when the axis of said rollable fulcrum is in the same plane as the axis of said pistons, and brake cylinder pressure being at some lesser proportion according to the distance the axis of said fulcrum is shifted at right angles away from said plane. The position of the rollable fulcrum is, in turn, controlled by a load-controlled device which is preferably of the type comprising two coaxially connected movable abutments operatively connected to the fulcrum and each subject to pressure of fluid in a respective air spring near one end of, but at opposite sides of, a railway car such that the pressure of fluid in both of said air springs act to apply a cumulative force to said movable abutments which opposes an adjustable force of a resilient bias. With this arrangement, the fulcrum will be positioned according to the average load condition at said one end of the car, in the event (as will usually be the case) the pressures of fluid in the respective air springs is unequal due to unequal distribution of the weight of the lading within the car. It will be understood that similar load responsive brake control apparatus can be used for controlling pressures of fluid in the brake cylinders at the opposite end of the car, in which case both of the load responsive brake control apparatuses can be controlled from branches of a common control pipe, the pressure of fluid in which may be varied by a conventional tn'ple valve or may be Germany, assignors to Westinghousebears against the lower 2,940,796 Patented June 14, 1961) said branches .with a Description As shown in the drawing, ing the invention comprises a brake cylinder relay valve device 1, the proportionality constant of which is regulated by a load-controlled device 2, for controlling the pressure of fluid in brake cylinders 3 at one end of a vehicle (one at each side of the vehicle) to a load-controlled proportion of the pressure of fluid supplied todevice 1 via a control pipe 4, which may be connected to a triple valve device 5 (as shown) or, if preferred, to a conventional straight air pipe. The triple valve device 5 may be of any well-known type which responds to charging of a brake pipe 6 to release fluid under pressure-from pipe 4 via a release pipe 7 and supply fluid under pressure to apipeleading to an auxiliary reservoir 8, and responds to' a reduction in brake pipe pressure below its normal charge value to cut off the brake pipe from the auxiliary reservoir and supply fluid under pres: sure from the auxiliary reservoirto the brake cylinders 3. A pair of air springs 9, 10 are disposed at opposite transverse sides of, and adjacent'one end of, a railway vehicle and are each interposed between-and engage a sprung portion 11 and an .unsprung portionlZ of said vehicle for resiliently supporting-the sprung portion relative to the unsprung portion. A pair'of leveling valve devices 13, 14 vary the pressure of fluid in the respective air springs 9, 10 as necessary to maintain the sprung portion at said one end of the vehicle at a'substantially uniform height above the rails irrespective of the loads supported by the respective air springs. The brake cylinder relay valve device 1 comprises two coaxially arranged diaphragm pistons 15, 16 which are reciprocable within a sectionalized casing '17 and not positively connected to each other. of annular piston 16 is at least equal to and may be greater than that of the piston 15. Piston 15 has at one side an atmospheric chamber 18 and at the opposite side a chamber 19 which is constantly open to control pipe 4 and is separated by a casing partition 20 from a chamber 21 that, in turn, is open via a port 22 in a casing partition 23 to a chamber 24 which is constantly opento the brake cylinders 3. Coaxiallyconnected to piston 15 is a reduced diameter portion of a stem 25 that has a main portion that extends with radial clearance through a coaxially arranged bore 26 in casing partition 20 and has slidably guided contact with the wall of a coaxially arranged bore through casing partition 23 and projects through, and has sealing slidably guided contact with the wall of, a central opening 27 through an annular follower assemblage 28 which is coaxially connected to annular piston 16. Piston 16 is exposed atone side to brake cylinder pressure in to atmospheric pressure in a chamber 29. Two spaced levers 30, 31 are disposed in chamber'29 and hingedly connected to the casing 17 by respective pins 32, 33 that have parallel axes and are disposed at opposite sides of the axis of stem 25. The unconnected parts of these levers 30, 31 are in the form of yokes which straddle with substantial clearance a reduced di-' ameter part of stem 25 that depends from the main portion thereof. The upper surface of the yoke of lever'30 end 34 of follower assemblage the brake apparatus embody- The effective area i chamber 24 and at, the opposite side c'onected to a valve-stem- :8, whereas the-yoke otlever 31 ishingedly connected intermediate its ends to said reduced diameter part of stem by a pin 35 having'an axis parallel to those of pins32',33I(seeFig .3)'. V- r I 7 Referring to Figs '1 and 3, the load-controlled device 2 comprises fulcrum means: preferably in the form of apair'of rollers 36, 37' which are disposed between the. 40;that straddles the stern 25: inwardly of the yokes of levers. 30, 31 and'is rockably connected at-its unyoked end' to a follower rodiasise'mbiage 41' by a, transverse pin 42] that i'scarried by a clevised end portions of i said follower rod assem'bl'agej jThe'foll'ower rod assemblage 41 extends sealingly through a casing partition 43' separating atmospheric chamber 29 from a pressure chamber 44 at one side of a movable abutment, such as an annular flexible diaphragm '45,and also extends sealingl'y through a casing partition separating an atmospheric chamber 46" at the'opposite side. of said diaphragm, froma pressure chamber 47 at one side of a similar movable" abutment, such as a diaphragm 48, having an atmospheric chamber 495a: its opposite side. These diaphragms 48 are of equal efiective areas and coaxially arranged andboth Y connected to? the; common followerrodassemblage 41", so as toconstitut'e a movable a-butinent stack; This stack is'subject to the. cumulative pressures of fluid in pressure 7 chambers 44; 47'' which act thereon in opposition to the resilient bias of a regulating spring; 50 that isv disposed in chamber 49'; An adjusting sc'rew51, which is carried by-the casing and bearsagainst'an axially movable spring seat 52 for spring'50, permits adjustment of the resilient bias'of said spring according-to -the rangesof pressures anticipated in the air springs 9, 10 on a particular ve-, hicle and which air'springs controlthe pressuresof fluid in==thechambers-47; 44 respectively, in the manner press ently-to be described. As shownlin Fig. comprise, briefly; a-valveboldy 53 secured to sprung por'- tion 11 of the vehicle'andia control'lever 54i'that at-its' respective ends is pivotally connected to' body 53 by a pin 55*a'nd to the unsprung portion lz'b'y apin'56; Inter: mediate the pins 55, 56; lever 54-hasa'n'axially elongated slot-carrying a pin 57' whereby said lvet'is" operatively 58 that extendslinte'riorly of the-body and'ha's spaced collars='59, 60 which are interposed-betweemand adaptedto* selectively engage and un-" seat;- one or the o'ther ftwo oppositely seating valves 61, 62 that are normally'concurrently' seated by springs 63, 64, respectively. To the innermost'end-o'f valvefstem" is coaxially connected apulsation dampeningf piston. 65; and" an adjustable" needlevalve" 66 is provided for controlling the rateatwhich hydraulic. fluid may be dis-' placed from" one sideof said piston to the other, and; vice-versayso asfidass'fitethat' thevalves- 61, 62 .will not be unseated by temporary fluctuations" in' air spring pressure due to oscillation of the unsprung portion 11; while :the vehicle ismoving and will be unseat'ed only, if therezi'sza' permanent change-in"air-springpressure due to" a'chan'ge in loadconditionbfthe vehicle. whenlvehic le 'load is- 'inereasedi existing air spring} pressure Will be insuflficient for the *new loadco'ndition; hence valve body- 53' will' bejcarried downwardly with" sprung portion 1 1 a greater-histance "than'the valveste'm 5&*.(due:to the difference inth eir nioinentfainis with res" spectl'to th'e'sfulcrum pin 56 fercemronevei 54"); Hence,"- valveastem 58' will be moved? upwardly relative "to the" V ugh collar 59',f unseat thesupply 61 against resistance} of spring 63 f With supply" valvehady 53 211113; valve; valve 61:uns'eated a pipe' 67leadin'g toa-supply reservo r 2, the leveling valve device 14 may agoethfea under pressure to flow to said air spring. As air spring pressure increases,-the valve body 53 will be moved upwardly a greater degree than valve stem 58 with the result that said stem and hence'itslcollar 59 will be moved downwardly relative to the valve body and thereby enable spring 63 to reseat supply valve 61' for bottling up fluid under pressure in air spring 10. During the above-described 'IIIOVBmCHtS- of'valve stem 58' relative to body53; spring 64 will maintain the exhaustvalve 62 seated; When vehicle load is decreased, at spring pressure will be excessive for the new load condition; hence valve body 53 Will' be carried upwardly with sprung portion 11 r a greater degree than valve stem 58; with the 'result'that said valve stem will he moved downwardly relative to the valve body and throughcollar 60 unseat exhaust valve 62 against resistance of spring 64. With exhaust valve 62 unseated, annular space 69 an'dhe'nce pipe 7 0 will be connected to an exhaust pipe 71 for releasingfluid under pressure from the corresponding air spring lfluntil collar 60 is' moved sufficiently upward relative to the valve body 53 to enable spring-64 to reseat exhaust valve 62an'd thusf once again'b'ottle up fluid under pressure in air spring 1 0; it being noted that during unseating and reseating of the exhaust valve, the supply valve 61 will be maintainedseated by spring 63. Thus, the leveling valve device 14 operates to '56 control the pressure ofifluid-inthe air'spi ing 10 asto mainv tical with valvedevice 14, operates'in similar manner. ' to control connection ofair spring 9 with a branch ot' v supply reservoir pipe 67 or anjexhaust' pipe 72,. ' The air springs/9, 10'are preferably connected by wayof stabilization volumes 73, 74 and bathe chokes 7'5; 76 to pressure chambers 47, 44' respectively, ofdevice 2. 7 Operation I Assume i'nitially that thebra'ke pipe/6 hasbeen' charged to its normal chargevalue by supply offluid under pressure to the brake pipe at the locomotive in the well kuown'manner; that in consequence thereof; the triple va'lve-devicetS'hasoperated to connect pipe 4 to release pipe 7 and charge the auxiliary reservoir 8* to equality with hrakepipe-pressure; that the supply reservoir 68'is charged'lwithi fluid'under pressure; such as from the brake' pipe by way of'a check-valve 77 and a choke 78; and that" 10 and. thereby in. the'cham'ber's'47, 44- fluid at respective pressures which are sufficient to maintain the sprung portion 11 at the aforementioned one end of the vehicle-at the-preselected constant height relative to the unsprungportionll. U v Under, these conditions, the pressures of fluid; in chatn-. bers47, 44 will act cumulatively against the preadjustedl opposing pressure ofspring 50' to dispose thestack 4%;45, 41'; and thus the rollers 36; 37' in a particular transverse position'withres'pect' to stem 25, which positionis'truly indicative of the averageload condition 'atthe aforemen tioned oneen'd of the vehicle? a lt will be understood, that, in case's-wherethevehicle' has a load-carryin axleand wheelsat'its oppositeend a brake cylinder 'relay valve device, lo ad con'tr'olled device; air? springs;lleveling:valve devices; and" stabilizing reservoirs identical with the devices 1 2, 9"and' 10"; '13 and '14, and 76 and 77 will'be'provi'ded for controiling the'pressures of fluidin the assc-eiatedair springs and. brake "cylinders. In such cases a branch of pipe '4 will be comected to. thefbrake cylinder relay valve device atfsaidcpposite With pipe t ventedfwhelical"spring 79, which is dis posed in chamber 19 of device d and backed up against casing partition 20, bears against diaphragm piston 15 for biasing the diaphragm piston stack 15, 16, 25 to a supply position, in which it is shown in the drawing. With the stack in this position, an exhaust valve '80 carried by stem 25 abuttingly engages an annular supply valve '81 and holds it unseated against resistance of a lighter spring 82, for thereby connecting brake cylinders 3 and chamber 24 to the vented pipe 4 and also disconnecting the brake cylinders from a vent passage 83 that extends from atmospheric chamber 29 through the main portion of stem 25 and opens through a beveled shoulder (that joins said main portion with the reduced diameter portion) at a point radially inward of the outer, exhaust-valve-defining rim of said shoulder. It is to be noted that the annular supply valve 81 encircles and is movable relative to the reduced diameter portion of stem 25, and that it is sealable by pressure of fluid in chamber 19 against exhaust valve 80 and/or against an annular supply valve seat n'b 84 that encircles bore '26 and projects into chamber 19. When brake pipe pressure is reduced at the locomotive for causing a brake application and the triple valve device 5 operates to supply fluid from the auxiliary reservoir 8 to pipe 4 at a pressure corresponding to the extent of such reduction, such fluid will flow from pipe 4 and past unseated supply valve 81 to chamber 24 and the brake cylinders 3. Pressure of fluid thus supplied to chamber 24 and acting on piston 16 will exert a downward force via follower assemblage 28 on lever '30 which, with the rollers 36, 37 positioned out of line with the axis of stem 25, as shown, will cause a multiplied downward force to be imposed via said rollers on lever 31, which multiplied force will impose an even greater or further multiplied downward force on pin 35 (due to the difference in moment arms of the rollers and pin 35 relative to pin 33); said greater downward force opposing the upward force exerted on pin 35 through stem 25 by pressure of fluid in chamber 19 and pressure of spring 79 acting on piston 15. It will thus be apparent that when brake cylinder pressurein chamber 24 has increased to a value sufiicient to cause said greater downward force to slightly exceed the said upward force, the stack 15, 1-6, 25 will be moved downwardly and thus permit spring 82 to seat supply valve 81 against rib 84 while the exhaust valve 80 is maintained seated against said supply valve, for thereby bottling up fluid in the brake cylinders 3 at a pressure which is a load-controlled proportion of the pressure of fluid supplied to pipe 4. This load-controlled proportion will correspond to the proportionality constant for the brake cylinder relay valve device 1 as adjusted by the degree of eccentricity of the axis of rollers 36, 37 with respect to the axis of stem 25. In other words, as such eccentricity increases, the downward force imposed on pin 35 by a given unit fluid pressure in chamber 24 will be correspondingly increased and thus result in brake cylinder pressure being lapped or bottled up at a lesser pressure. If, on the other hand, theaxes of rollers 36, 37 intersect the axis of stem 25, it will be apparent that the downward force exerted by brake cylinder pressure on piston 16 will not be multiplied because such downward force will act in a direct line on pin 35 through the medium of lever 30, rollers '36, 37 and lever 31.- Under this condition, the brake cylinderpressure obtained will be controlled solely by the ratio of'the effective areas of the. pistons 15, 16. are equal, brake In other words, if such effective areas cylinder pressure will be equal to control pipe pressure, whereas if the effective area of piston E6 exceeds that of piston 15, brake cylinder pressure will be some lesser proportion of the control pipe pressure.- it will be apparent that if the rollers 36, 37 should, under-a maximum load condition, be shifted leftward of the axis of stem 25, the downward force imposed on pin 35 by brake'cylindcr pressure acting on piston 16 will be divided, rather than multiplied. However, since the brake cylinders 3 are charged from the control pipe 4, brake cylinder pressure cannot exceed, and will thus be equal to, control pipe pressure; and hence the stack 15, 16, 25 will operate to maintain the supply valve 81 unseated, such that the brake cylinder relay valve device 1 will be rendered inefiective and brake cylinder pressure will be controlled as if the control pipe 4 were connected directly to the brake cylinders 3 at the aforementioned one end of the vehicle. However, if load at the other end of the vehicle is less than maximum, the corresponding brake cylinder .relay valve device will provide correspondingly reduced pressures in the brake cylinders at said other end of the vehicle.- If desired, however, some stop means may be provided, such as a collar (not shown) on the part of follower rod assemblage 41 in chamber 46 which could engage the casing partition between chambers 46, 47 to prevent the rollers 36, 37 from, being carried leftward of the axis of stem 25; but from the foregoing, it will be apparent that such stop meansis not essential. .',In any event, however, a stop shoulder 85 is provided on the assemblage 41 to contact casing partition 43 for defining a rightmost position of rollers 36, .37, sothat if for any reason (such as malfunction of the leveling valve devices 13, 14, rupture of supply pipe 67 or pipe 70, etc.), the air springs 9, 10 should be vented, a brake cylinder pressure will be provided whichis at least a chosen minimum proportion of the pressure of fluid supplied to control pipe 4 and these rollers will not be pushed rightward out of contact with the yokes of levers 30, 31 by pressure of spring 50. When control pipe pressure and hence pressure in chamber 19 is reduced for releasing brakes, the consequent reduction in the upward force exerted on pin 35 by such pressure acting on piston 15 will cause the stack 15, 16, 25 to be moved downwardly by the preponderating downward force exerted on pin 35 by brake cylinder pressure acting on piston 16 through levers 30, 31 and rollers 36, 37. During this downward movement of the stack, the exhaust valve will be unseated from the supply valve 81 (which will be maintained seated on seat rib 84 by spring 82) for thereby causing fluid under pressure to flow from the brake cylinders 3 via chambers 24, 21 and the clearance between stem 25 and bore 26 and thence past the unseated exhaust valve 80 to vent passage 83. If control pipe pressure is only partially reduced, brake cylinder pressure will be proportionately reduced; whereupon the exhaust valve 80 will be reseated for again bottling up fiuid in the brake cylinders at such reduced pressure. If the control pipe 4 is vented, brake cylinder pressure can be substantially vented past the exhaust valve 80; but since the pressure of spring 79 will cause the exhaust valve 80 to reseat and thereby trap some air at very low pressure in the brake cylinders 3, it is preferable (even though the pressures of the brake cylinder return springs (not shown) should be sutficient to release brakes despite such low entrapped pressure) to provide a check valve 86 which will permit brake cylinder pressure to be released at large capacity into the control pipe 4 in bypass of the device 1 but prevent such bypassing flow in the reverse direction, and thereby permit complete venting of brake cylinder pressure. Some brake cylinder pressure may be released via check valve '86 during partialreleases of a brake application,- if control pipe pressure should be reduced to a value below brake cylinder pressure; although in those cases where brake cylinder pressure, is proportionately less than control pipe pressure it will be apparent that release of brake cylinder pressure will be controlled primarily' by exhaust valve 80. Exhaust valve 80 also sure is varied as necessary to maintain asprung portion at a substantially constant preselected height relative: to an unsprung portion ofthe vehicle-irrespective of load condition of theivehicle, abrake-cyliuder, anda control pipe in which fluid pressureis'increased for causing a brake, application and reduced. for causing abrake release,'the combination of easingmeans; two co-a'xially arranged pistons reciprocable'uvithinsaid casihg means; ' asters-a one? :1 theI-cau: toward. the-other end lor to t diner- V V vehicle-having air spring meansin which the fluid pres-. one of said pistons having a central opening and the 7 other of said pistons having a coaxially connected"stem which. projects. through. said opening, said one piston and other piston being subject at their adjacent sides respectively to. brake cylinder pressure-and to control pipe pressure and subject at their respective non-adjacent sides'to'atmospheric pressure, two levermeans hingedly carried by said casing means so" as to be oppositely swing able during a brake application and spaced with respect to the. axis of said "stem; one of said lever means-opera tively engaging the. atmospheric side of-sa'id one piston; the. other of. said lever m'eans' having'hing'ed connection with the projecting portion of said stemffiilerum means movable generally. transversely of said axis-and o era 7 tively engaging the adjacent surfaces of both of sa'id' spaced lever means; .valvesrneans controlled} according to the-axial positions of said pistons fonprovidin'g in I the" brake cylinder. fluid-at a pressurewhich is'a proportion ofthe pressure provided in the control pipe aska'djtlste'daccording to the position ofu'said 'fulcrum -means', and load-controlled means oper'ativeto position said 'fulcrum means in :any of a plurality of transverse positions acatmosphere, the main portion w 8 r 'c'oaxially' arranged" pistensgrecirbc aul saia ing'. meansand disposed at opposite sidesof said" casing partition, one oflsaid' pistons having a; central through opening, a stem. having a reduced diameter portion coaiially connected to the other of said pistons and joined toa niainzpo'rtion by a shoulder definingan exhaust valve that. controls connection of said one chamber with the of said stem projecting with radial clearance through said casing partition and through said-opening, said one piston and said other piston being subject at their adjacent sides respectively to fluid pressures in said one chamber and in said other chamber and subject atfltheir respective non-adjacent sides to atmospheric pressure,.two lever means'hingedly carried by said casing means and spaced 'withrespect to the axis of said stem, one ofsaid lever means op'eratively engaging the atmospheric side of said' onellp'is'ton in 'encircl'ement of said opening, the;otherjofasaid.leverfmeans havinghinged connection with the; projectingmain portion of. said. stein; fulcrum means movable generally transversely of said axis and operatively engaging ,the' adjacent surfaces of both ofsaid spaced lever means, an annular supply valve controlling communication between said chambers and sealingly encircling and slidable. relative to-said reduced tact cording. to vehicle load "as denoted byeitisting airspring pressure. 7 a 2. An apparatus according to claim 1, wherein the" ad usted proportion is at aimaximum, to' provide" the highest brake cylinder pressure" for a-given degree of V pressurization of the control pipe; when'theaxis'of said 'fulcrum means lies in the san'ie'plane as the axis' of 'said" stem', as occur-under a maximum 'load conditio'n. : 3. Anapparatus according to'claiin l' whereinthe air spring'means comprises two-airsprings each-disposed -near difierent sidesandatone endv of: thevehicle; and'where in said load-controlled means comprises "resilient means, and two coaxially connected movable 'abutinemsarranged in a stack and positively connected to said-fulcrum'me'ans; said stack being; subject to the pressures of fluid in each of said air springs acting on. a respectiveone-of said; movablei abutrnents 'so I as to' 'apply. a cumulative-force. to said stack'opposing the forceofsaidg-resilienttineans; whereby theposition. of said1'-stack and'thusof said fulcrum means will becontrolled accordingtortheepressures .in both of said air springs-{or providirigabrakecylinder pressure which is essentially proportional-to the average of the pressures in :said' air-springs. 4. Anapparatus according to claim.3 ,includingechoke. meausinterposed between each of saidiair springs and thecorresponding one of saidmovable abutments- Qr clamping out any fluctuations inkthepressuresof fluid; in saidair springs arising from oscillationof the. sprung portion'during movementoi the vehicle; t V v 5. In a vehicle fluid; pressure brake apparatus of-the type-con-iprisin'g a brake cylinder, and -a.- control. pipe in'lwhich" fluid pressure increased .for causing a brake application and reduced' -for; causing a brake. -release,1 the combination of casing means providing-one chamber open to thei brake cylinder and another chamber 'open tothe control pipe, saidchambers being separatedby a.- cas ingipart itionhavinga bore encircled 'by'an annular; sup: ply valve seat extending into said other chamber, : connected to the sprung diametei portion of. said; stem, first resilient means for biasing said supply valve into contact with said supply valve seat, stronger resilient means for biasing said other piston and thereby said exhaust valve-into abuttingcon- :with said supply valve'for normally-seatingthe exhaustyalve and unseating the supply valve-against pres sure of said first resilient means, said supply valve' and exhaust valve be ng controlled according to the axial; load, and wherein'the means controlled according to vehicle load comprisesnfivabIe abutment means subject'to pressure of fiuid insaidfair'spring means opposing 1 pressureflof a "resilient bias and operably' connected to saidfulcrum" mama's-aid movable'abutment means and saidtw'o le er nieansbein'g so disposed that as pressure in 'said air spring means increasessaid' fulcrum means will be[carried towardthe aX'is'of' said "stem such that as vehicle loa'd' increases" increasing brake cylinder pressures will beproyided'for agiven degree "of pressurization of the control pipe 7. The combination mats-g to claimiSj including clieck valve means for permitting release new the brake cylinder to the control pipe inbypas's of sald supplyv valve and exhaust valve and. preventing such bypassing flow in therevers'edirection. I l v I f8. Fluid'pres's'ure brake apparatusflfor'usegon a vehicle of the type "havingftwoair springs jeach disposed near difierentsides of and adjacent one 'end 'ofthe VehicIefand interposed betweenj'a" sprung" portion andian 'unsprung portion of" the vehicle, t least" one brake cylinder to apply a braking force to thewhe'e'ls at said oneendof the 'vehiclefa pair of leveling valves; each'operatively portionv and unsprun'g portion in' proximity of each airspringto vary'the pressure in tlie respective air-spring as necessary to maintain the sprung portion ata substantially constant preselected 7 height" relative to the; unspnm portion, said apparatus comprising acontrolgpipe in which pre'ssure of fluid is increased for causing a brake application and reduced for V V the vehicle at "a substantially constant preselected height relative to an'unsprung'portion ofthe vehicleirrespective of vehicle causing a brake release; a brake cylinder relay valve device including casing means, two coaxially arranged independently movable pistons reciprocable in said casing means, one of said pistons being subject to brake cylinder pressure such as to act in opposition to control pipe pressure acting on the other of said pistons, a stem coaxially connected to said other piston and projecting centrally through an annular opening through said one piston and into an atmospheric chamber, and valve means controlled according to the positioning of said pistons for providing in said brake cylinder fluid at a pressure which is an adjusted proportion of the pressure of fluid provided in the control pipe, two spaced lever means one of which is operatively connected to the atmospheric side of said one piston and the other of which is connected to the projecting portion of said stem of said other piston, each of said lever means being hingedly carried by said casing means such as to be oppositely swingable upon pressurization of the control pipe, fulcrum means interposed between and operatively engaging both of said lever means for providing an operating connection between said pistons; and load-controlled means comprising resilient means and two coaxially connected movable abutments arranged in a stack and positively connected to said fulcrum means, said stack being subject to the pressures of fluid in each of said air springs acting on a respective one of said movable abutments so as to apply a cumulative force to said stack opposing the force of said resilient means, whereby the position of said stack and thus of said fulcrum means will be controlled according to the pressures in both of said air springs for providing a brake cylinder pressure which is essentially proportional to the average of the pressures in said air springs. 9. An apparatus according to claim 8, including choke means interposed between each of said air springs and a corresponding one of said movable abutments for damping out any fluctuations in the pressures of fluid in said air springs arising from oscillation of the sprung portion during movement of the vehicle. References Cited in the file of this patent UNITED STATES PATENTS 2,150,576 Bell Mar. 14, 1939 2,184,551 Hewitt Dec' 26, 1939 2,313,991 Fitch Mar, 16, 1943 2,720,428 Erson Oct. 11, 1955 2,720,429 NeWell Oct. 11, 1955 FOREIGN PATENTS 833,825 Germany Mar. 13, 1952 1,086,706 France Aug. 11, 1954

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Cited By (16)

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    US-3155435-ANovember 03, 1964Graubremse GmbhBrake pressure governor for penumatic brakes
    US-3205018-ASeptember 07, 1965Daimler Benz AgLoad modulated dual brake control system
    US-3341258-ASeptember 12, 1967Berg Mfg & Sales CoRelay-modulation valve
    US-3456990-AJuly 22, 1969Dewandre Co Ltd CAir pressure operated braking systems
    US-3517971-AJune 30, 1970Westinghouse Air Brake CoVariable load brake control apparatus
    US-3525554-AAugust 25, 1970Teves Gmbh AlfredCoupling for a load-responsive braking-force regulator
    US-3597013-AAugust 03, 1971Westinghouse Air Brake CoVariable-load brake control apparatus
    US-3614175-AOctober 19, 1971Girling LtdVehicle braking systems
    US-3639010-AFebruary 01, 1972Westinghouse Air Brake CoFluid pressure and dynamic brake interlock valve with variable load control
    US-3881784-AMay 06, 1975Gen Signal CorpVariable proportioning relay valve
    US-4243273-AJanuary 06, 1981American Standard Inc.Adjustable variable load valve device
    US-4299427-ANovember 10, 1981Wabco Fahrzeugbremsen GmbhAdjusting arrangement for variable load valve device
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