Note: Descriptions are shown in the official language in which they were submitted.
CA 02181977 1999-10-O1
RAILWA7t BRAKE PIPE BRACKET WITH ACCESS PORTS
FIELD OF THE INVENTION
This invention relates generally to brake control valve
devices for rail~Nay cars and more particularly to a pipe bracket
portion of said ~~rake control valve devices having a plurality of
access ports for directly accessing fluid lines and determining
the pressures the=reof .
DESCRIPTION OF THE PRIOR ART
Typical fre:~_ght control valves such as the ABD, ABDW, DB-60
and ABDX control valves include a pipe bracket portion having a
service portion and an emergency portion mounted on opposite
sides or faces of the pipe bracket. Such a typical control valve
assembly is shown in prior art diagrammatic Figure 1. One such
prior art pipe bracket= is known as the type AB pipe bracket.
Typically, a second side, the rear, of the pipe bracket portion
has a number of l~~cations for connecting the pipe bracket portion
to the piping of the: freight car. These rear connections
typically include connections to the brake pipe, the brake
cylinder retaining valve, the brake cylinder, the emergency
reservoir and the auxiliary reservoir. The pipe bracket
connection to the= pneumatic piping permits the pipe bracket to
provide the necessary communication of fluid pressures to both
the service portion and emergency portion in addition to the
brake cylinder and resesrvoir.
Most type AB pipe' brackets only have connections to pipe
lines on their rear surface. However, some older AB pipe
brackets manufaci~ured prior to 1975 may have included a pipe
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CA 02181977 1999-10-O1
flange pad for a brake cylinder release and/or a pipe flange pad
for the number 11 port. This number 11 port could be used as a
source of auxiliary air to operate pneumatic devices. Port 11 is
shown in the Westinghouse Air Brake Brochure No. 5062 titled "The
AB Freight Car Air Brake Equipment With AB Control Valve" dated
December, 1975. Specif=ically, the AB control valve shown on page
2 shows a cover :bolted over port 11 with two bolts on the front
surface of the pipe bracket portion. Port 11 is connected to the
brake pipe in su~~h older style AB pipe brackets. Further, some
older style AB pipe brackets may in addition to port 11 include
a flange pad for a brake cylinder release valve with ports to the
brake cylinder and exhaust. Such valves were known as type QR,
QRR or QRB; and had two or three ports (in addition to the number
11 port) on the front of the pipe bracket. The pipe brackets
with four ports included two ports to the brake cylinder air and
one port to the retaining valve, and a number 11 port to the
brake pipe.
It is sometimes necessary to tap into the fluid lines for
the purpose of obtaining pressure measurements of the fluid
within the freight car piping. However, one must access the area
behind the pipe bracket, the second side, which contains the
connections of th.e pipe bracket to the piping of the freight car.
Accessing the ~.rea behind the pipe bracket is frequently
difficult depending upc>n the placement of the brake control valve
on the freight car. In addition, the connections between the
pipe bracket and freight car piping would then be broken to allow
monitoring of the pressures.
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SU7~IMARY OF THE INVENTION
The invention pr~evides for a pipe bracket portion which
facilitates access to the passageways within the freight brake
control valve, specifically the pipe bracket portion, for
monitoring the state of a fluid therein. The present invention
relates to conventional pipe brackets, such as type AB, wherein
the emergency portion and service portion are mounted on opposite
sides of the pipe bracket portion.
The pipe bz~acket portion in accordance with the present
invention provides direct access to the passageways through the
front of the freight brake control valve thereby eliminating the
need to access the rear area of the freight brake control valve.
The pipe bracket portion includes a first side and an
opposingly oriented second side. A first side includes at least
four access port:> for providing access to the passageways within
the pipe bracket portion and the second side includes connectors
for coupling the freight car piping (brake pipe, brake cylinder
line, emergency reservoir line and auxiliary reservoir line) with
the pipe bracket portion. The pipe bracket portion includes a
third side and an. oppo:~ingly oriented fourth side, and the third
side and the fourth side are coupled with the service portion and
emergency portion., respectively. The passageways within the pipe
bracket portion providE: fluid communication between the freight
car piping and the service portion and the emergency portion.
In some em~~odiments, an access housing is fixed to the
access ports. Such housing may have check valves to contain the
fluid pressure within the passageways when the valve is "closed" .
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When the fluid pressure within any or all of the passageways
is to be tested, an adapter connected to a test device is
preferably engaged with the access housing, thereby "opening" the
valve and allowing the fluid under pressure to enter the adapter.
Connections prov_Lded on the adapter may then lead to the pressure
testing device so that the fluid pressure within the passageways
may be analyzed.
Providing access ports on the first side of the pipe bracket
enables testing of the fluid pressures within the pipe bracket
without having to remove the freight brake control valve from the
car or the service portion or emergency portion from the pipe
bracket portion. In addition, the access ports on the pipe
bracket portion provide access to the pipe bracket passageways
without having to disconnect the normal fluid lines connected to
the rear pipe bracket portion.
When the adapter is removed from the access housing, the
valve acts as a primary seal by sealing the access housing and
preventing fluid pressure from being lost. The adapter may be
provided with a cam system or other means for moving the
extending member; into and out of the access housing so as to
move the valve into anc~ out of the "open" position.
It is preferred that once the adapter is removed from the
housing and the fluid pressures within the passageways are not
being tested, a removable outer cover be placed over the access
housing to assist in sealing the access housing, and for
preventing the entry of dirt or foreign material into the
passageways.
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CA 02181977 1999-10-O1
When the f:Luid pressures within the passageways are not
being tested, the hou:~ing may be removed from the pipe bracket
portion. Once the housing is removed, a primary seal cover may
be attached directly t:o the pipe bracket portion at the access
ports, sealing tree individual ports and preventing fluid pressure
from exiting the access ports.
It is further preferred that at least four access ports be
utilized for communicating with each of the brake pipe, the brake
cylinder, the emergency reservoir and the auxiliary reservoir.
A quick action chamber (QAC) is additionally provided in the pipe
bracket portion. It is preferred in some embodiments that a
quick action chamber access port be provided for communicating to
the quick action chamber.
Other objeci~s and advantages of the invention will become
apparent from a description of certain presently preferred
embodiments thereof sh«wn in the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a prior art schematic of a railway freight brake
control valve showing ,~ pipe bracket portion, emergency portion
and service portion and the passageways therein.
Figure 2 i~ an exploded perspective view of the service
portion, emergency portion and the preferred pipe bracket
portion.
Figure 3 is a rear view of a freight brake control valve
having the preferred pipe bracket portion interposed between the
service portion and emergency portion.
CA 02181977 1999-10-O1
Figure 4 is a perspective view of the pipe bracket portion
in accordance with the present invention.
Figures 5a, 5b, 5c and 5d are respective service portion
side, front, emergency portion side and rear views of the pipe
bracket portion in accordance with the present invention.
Figures 6a-6r arE~ cross-sectional views of the preferred
pipe bracket portion taken along lines as shown in Figures 5a,
5b, 5c and 5d.
Figure 7 is a perspective view of the housing attached to
the first side of thE~ preferred pipe bracket portion of the
freight brake control 'valve.
Figure 8 is a cress-sectional view of the housing and an
adapter coupled t=herewith.
Figure 9 is a per:~pective view of the freight brake control
valve, similar tc~ Figure 7, with an outer cover attached to the
housing.
Figure 10 i.s a perspective view of a first side of the
primary seal cover.
Figure 11 is a ride view taken in cross-section of the
housing and a second preferred adapter.
Figure 12 is a ~~ross-sectional view of the housing and
second preferred adapter taken along line XII-XII of Figure 11.
Figure 13 i:~ a schematic of a second embodiment of the pipe
bracket portion of the freight brake control valve.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Freight brake control valves 10 usually include a service
portion 18 and a pipe bracket portion 12 and an emergency portion
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20. Freight car piping is conventionally coupled with the pipe
bracket portion of the freight brake control valve 10 at the rear
of the pipe bracket. ~~s shown in Figure 1, fluid passageways of
a conventional :pipe bracket portion connect the freight car
piping with the service portion and emergency portion of the
freight brake control valve 10.
Figure 2 is an exploded view of a freight brake control
valve 10 showing a pipe; bracket portion 12 in accordance with the
present invention interposed between the service portion 18 and
emergency portion 20. Gaskets 19 are preferably placed between
the pipe bracket portion 12 and each of the service portion 18
and the emergen~~y portion 20. The pipe bracket portion 12
includes a first side 14 and an opposingly oriented second side
15, and a third side 7_6 and an opposingly oriented fourth side
17.
The third side 16 includes a service portion mounting 24 and
the fourth side 17 includes an emergency portion mounting 25.
The service portion 18 and emergency portion 20 may be attached
to the service ~~ortion mounting 24 and the emergency portion
mounting 25, respectively, by any suitable means including
threaded bolts or studs.
The freight. car piping, including a brake pipe, brake
cylinder line, bx-ake c~rlinder retaining valve line, an emergency
reservoir line and an auxiliary reservoir line (each not shown in
Figure 2), is connected with the pipe bracket portion 12 at the
second side 15 thereof; by any suitable means including flanged
fittings.
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CA 02181977 1999-10-O1
As shown in FigurE: 3, the second side 15 of the pipe bracket
portion 12 includes a plurality of ports to provide fluid
communication of the pope bracket 12 with the freight car piping.
The ports include a brake pipe port 26, brake cylinder port 27,
auxiliary reservoir port 28, emergency reservoir port 29 and a
brake cylinder retaining valve port 30, thereby providing fluid
communication of the pipe bracket portion 12 with the brake pipe,
brake cylinder line, auxiliary reservoir line, emergency
reservoir line, and brake cylinder retaining valve line.
The first s_Lde 14 of the pipe bracket portion 12 includes a
plurality of access ports 31, 32, 33, 34 as shown in Figure 4.
The access ports 31, 3:?, 33, 34 provide fluid communication with
a plurality of passageways 35, 36, 37, 38 within the pipe bracket
12. In particular, a brake cylinder access port 31 connects to
the brake cylindf=_r passageway 35, an auxiliary reservoir access
port 32 connect~~ to the auxiliary reservoir passageway 36, a
brake pipe acces:~ port 33 connects to the brake pipe passageway
37, and the emergency reservoir access port 34 connects to the
emergency reservoir passageway 38 (the passageways are not shown
in Figure 4). Each internal passageway in the pipe bracket 12
communicates with a respective freight car piping line coupled
with the pipe bracket portion 12.
The access ports 31, 32, 33, 34 are located upon a mounting
surface or boss 54 on the first side 14 of the pipe bracket
portion 12. As :shown in Figure 4, the access ports 31, 32, 33,
34 are preferably linearly arranged in a vertical line on the
boss 54. The boss 54 is preferably integral with the pipe
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CA 02181977 1999-10-O1
bracket portion .L2 and preferably has a planar surface. Threaded
bolt holes 22 are also preferably provided on the boss 54.
Providing access ports 31, 32, 33, 34 on the first side 14
of the pipe bracket 12 enables testing of the fluid pressures
within the pipe bracket 12 without having to remove the freight
brake control va:Lve 10 from the car or the service portion 18 or
emergency portion 20 from the pipe bracket portion 12. In
addition, the access ports 31, 32, 33, 34 on the pipe bracket
portion 12 provide access to the pipe bracket passageways 35, 36,
37, 38 without having to disconnect the normal fluid lines
connected to the second side 15 of the pipe bracket portion 12.
Figures 5a, 5b, 5c and 5d are views of the pipe bracket 12
in accordance with the present invention. In particular, Figure
5a is a side view of t:he pipe bracket 12 showing the emergency
portion mounting 25. Figure 5b is a front view of the pipe
bracket 12 showir,.g the access ports 31, 32, 33, 34. Figure 5c is
a side view of the pipe bracket 12 showing the service portion
mounting 24. Figure 5d is a rear view showing the ports 26, 27,
28, 29, 30 for couplinc3 the pipe bracket 12 with the freight car
piping.
Figures 6a-E~r show cross-sectional views of one embodiment
of the pipe bracket portion 12 taken along the lines indicated in
Figures 5a-5d. The brake cylinder passageway 35, auxiliary
reservoir passageway 36, brake pipe passageway 37, emergency
reservoir passageway 38, and brake cylinder retaining valve
passageway 39 within the pipe bracket portion 12 can be seen in
Figures 6a-6r.
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CA 02181977 1999-10-O1
In particular, Figure 6a shows the connection of the access
ports 31, 32, 33, 34 t.o portions of the passageways 35, 36, 37,
38 in one embodiment of the preferred pipe bracket 12. The brake
cylinder access ~?ort 31 is shown connected to the brake cylinder
passageway 35, which :is in turn connected to a brake cylinder
line (not shown) leading to a brake cylinder. The brake pipe
access port 33 is shown connected to the brake pipe passageway
37, which is in turn connected to a brake pipe (not shown). The
auxiliary reser~roir ~~ccess port 32 is shown connected to
auxiliary reservoir pa;~sageway 36, which is in turn connected to
an auxiliary reservoir line (not shown) leading to the auxiliary
reservoir. The emergency reservoir access port 34 is shown
connected to the emergency reservoir passageway 38, which is in
turn connected to an emergency reservoir line (not shown) leading
to the emergency reservoir. In this way, the access ports 31,
32, 33, 34 communicate directly to the respective passageways 35,
36, 37, 38 and t.o the respective fluid lines. Therefore, the
fluid pressure in each line may be monitored by accessing the
fluid through the: acce:~s ports 31, 32, 33, 34. The pipe bracket
12 may additionally include an additional access port for
monitoring the fluid pressure within the brake cylinder retaining
valve passageway 39.
Figures 6b-E>r show respective portions of the passageways
35, 36, 37, 38, 39 within one embodiment of the pipe bracket
portion 12 in accordance with the present invention.
A receiver car access housing 56 is shown attached to the
pipe bracket 12 i:n Figure 7 and a cross-section of the housing 56
CA 02181977 1999-10-O1
coupled with an adapter 58 is shown in Figure 8. As can be seen,
the access housing 56 may be mounted to the first side 14 of the
pipe bracket pori:ion 1:~ at boss 54. The access housing 56 may be
affixed to the first ;side 14 of the pipe bracket portion 12 by
any convenient m~=ans such as by housing bolts 61. Figures 7 and
8 function similar t:o those described in the incorporated
patents. Prefer<~bly, the access housing 56 has a planar surface
which mates with the planar surface of the boss 54. It may be
preferred in some applications that a gasket (not shown) be
provided between the access housing 56 and the first side 14 of
the pipe bracket portion 12.
The access housing 56 has a plurality of channels 62, 64,
66, 68 for communicating with the respective access ports 31, 33,
32, 34. The hou;~ing channels 62, 64, 66, 68 have opposed ends,
with one end of Each channel 62, 64, 66, 68 being bordered by an
access end 69. Each access end 69 of the housing channels 62,
64, 66, 68 is sized a:nd configured to connect to and sealably
engage with the respective access ports 31, 33, 32, 34. The end
of each of the housing channels opposite to each receiving end 69
has a receiving chamber 76. Furthermore, the housing channels
62, 64, 66, 68 are positioned in the access housing 56 such that
when the access housing 56 is placed in contact with boss 54, the
access ends 69 of the housing channels 62, 64, 66, 68 correspond
in location to t:he respective access ports, 31, 33, 32, 34, of
the first side 19: of the pipe bracket portion 12.
IntermediatE: the receiving chamber 76 and the access end 69
of each housing channel 62, 64, 66, 68, preferably at a
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CA 02181977 1999-10-O1
shouldered end of the receiving chamber 76, is a valve seat 74.
Preferably, a plurality of valves are provided within the access
housing 56, such that a respective valve is provided within each
of the housing channels 62, 64, 66, 68. Each such valve is
preferably comprised of a spring 70 seated within the housing
channel, and a :poppet 72 engageable with the spring 70 which
together operate: in connection with the valve seat 74. The
poppets 72 are each movable within their respective housing
channels 62, 64, 66, ~8 and are biased by the springs 70 into
contact with the valve seats 74. With poppets 72 in biased
contact with the respective valve seats 74, the valve is said to
be in the closed position, in which fluid from the access ports
31, 33, 32, 34 cannot pass through valve seats 74 into the
receiving chambers 76 of each housing channel 62, 64, 66, 68.
Thus, when the valve is in the closed position, no fluid pressure
is lost through t:he ac~~ess housing 56.
As can also be :peen in Figure 8, an adapter 58 may be
attached to the access housing 56 when it is desired to access
the fluid pressures of the various pipe bracket passageways 35,
36, 37, 38. The adapter 58 and the access housing 56 may be
connected by any convenient means such as threaded studs 94. The
adapter 58 has channeJ_s 78, 80, 82, 84 provided therethrough.
The adapter channels 7.8, 80, 82, 84 are each bounded at one end
by a respective extending member 86, which extends outward from
one end of the adapter 58. An opposite end of the adapter
channels 78, 80, 82, 84, are each bounded by a respective fitting
96, which extends. outw~ird from the adapter 58. Adapter channels
12
CA 02181977 1999-10-O1
78, 80, 82, 84 az-e positioned along adapter 58 such that when the
adapter 58 is pl<~ced adjacent the access housing 56, each adapter
channel 78, 80, ~~2, 84 corresponds in position and location with
each respective housing channel 62, 64, 66, 68. Each of the
adapter extending members 86 are sized and configured to fit
inside and sealably engage with each respective receiving chamber
76 of the access housing channels 62, 64, 66, 68.
When each adapter extending member 86 is inserted within its
respective receiving chamber 76 of the access housing channels
62, 64, 66, 68, each Extending member 86 contacts a respective
valve poppet 72. As the extending members 86 are inserted fully
within each receiving chamber 76, the extending members 86 push
each valve poppet= 72, overcoming the spring bias against poppet
72 and moving thE= poppet 72 back away from its respective valve
seat 74 into an "open" position. The extending members 86 are
sized and configured so that when they are inserted within the
receiving chambers 76,, fluid may travel around the extending
members 86 and into the respective adapter channels 78, 80, 82,
84. When the valve poppet 72 is in the open position, fluid
pressure may travel from the pipe bracket passageways 35, 37, 36,
38 through the respective access ports 31, 33, 32, 34, through
the respective housing channels 62, 64, 66, 68 and the respective
adapter channels 78, 80, 82, 84 and out of the adapter fittings
96 where the fluid pressures may be analyzed.
When the adapter 58 is separated from the access housing 56
such that each e~;tendi~zg member 86 of the adapter 58 is removed
from its corresponding receiving chamber 76 of the access housing
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CA 02181977 1999-10-O1
56, the springs 70 Hull force the poppets 72 against their
respective valve seats 74 and the valve will return to the closed
position. Thus, when the adapter 58 is removed from engagement
with the access housing 56, fluid pressure is maintained within
the access housing 56.
As an alternative, the valves may be provided within the
pipe bracket portion 12. In this embodiment, the housing 56 is
not necessary and the adapter 58 may be engaged directly with the
access ports 31, 32, 33, 34.
To provide f=urthe:r sealing of the fluid pressure within the
access housing 56 and to prevent the pipe bracket passageways 35,
36, 37, 38 from being contaminated by foreign material through
the access ports 31, 3'<<?, 33, 34, a removable outer cover 104 may
be provided for engagement with the access housing 56 as shown in
Figure 9. The cover 104 may be secured to the access housing 56
by any convenient means. such as closure bolts 106. The cover 104
is sized, configured and positioned to correspond and engage the
openings of the receiv:i.ng chambers 76 of the access housing 56.
Referring next to Figure 10, a removable primary cover seal
110 may alternatively be secured directly to the pipe bracket
portion 12 once the access housing 56 has been detached. The
cover seal 110 is attached to the pipe bracket portion 12 by any
convenient means, such as by studs or bolts which extend through
holes 114 of the cover seal 110 and threadably engage the pipe
bracket portion .L2. Preferably, indentations 112 are provided
upon a face of th.e cover seal 110. Indentations 112 are sized
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CA 02181977 1999-10-O1
and positioned to correspond and sealingly engage the access
ports 31, 32, 33, 34.
Referring next to Figures 11 and 12, a modified adapter 158
may be attached to access housing 56 as a means of accessing the
fluid pressures of the: various pipe bracket passageways 35, 36,
37, 38. V~lith respect to the following description of the adapter
158, the access housing 56 operates in identical fashion as was
described with r.=_spect to Figure 8.
The adapter 158 is affixed to the access housing 56 by any
convenient means such as by poppets 94. Adapter 158 has
channels 160, 162, 164, 166 provided therethrough. The adapter
channels 160, 162, 16~~, 166 are each bounded at one end by a
respective fitti:zg 168, which extends outward from the adapter
158. An opposite end of each adapter channel 160, 162, 164, 166
is connected to a transverse cam shaft bore 170. Provided within
the cam shaft be>re 170 is a cam shaft 172 having a number of
eccentric portions 174. Each eccentric portion 174 is coupled to
a respective ext.endinc~ member 178. The respective extending
members 178 each extend outward from an end of the respective
adapter channel 160, 162, 164, 166 opposite to the end bounded by
the fitting 168. The adapter channels 160, 162, 164, 166 are
positioned along the adapter 158 such that when the adapter 158
is placed adjacent the access housing 56, each adapter channel
160, 162, 164, 165 corresponds in position and location with each
respective housing channel 62, 64, 66, 68. Each of the adapter
extending members 178 a.re sized and configured to fit inside and
sealably engage with each respective receiving chamber 76 of the
CA 02181977 1999-10-O1
access housing channe7.s 62, 64, 66, 68. When adapter 158 is so
positioned adjacent th.e access housing 56 and is affixed thereto
such as by the t:hread~~d studs 94, the extending members 178 of
adapter 158 extend wil~hin the receiving chambers 76 but do not
contact the valve por~pet 72 or, in the alternative, do not
sufficiently contact t:he valve poppet 72 to sufficiently move the
valve poppet 72 and overcome the spring bias provided by spring
70 (not shown in Figures 11 and 12).
Once the adapter _~58 is secured to access housing 56 so that
there is a seal between each respective adapter channel 160, 162,
164, 166 and its respective access housing channel 62, 64, 66,
68, the cam shaft 172 is engaged. A cam handle 180 is provided
which is connected to cam shaft 172. Thus, when handle 180 is
rotated, cam shaft 172. is rotated as well within the cam shaft
bore 170. As cam shaft 172 is rotated, cam shaft eccentric
portions 174 are moved in a circular path. As the handle 180 is
rotated forward, the ca.m shaft eccentric portions 174 are rotated
towards the acce;~s housing 56 causing the extending members 178
to be moved further into the access housing 56. When the handle
180 is moved sufficiently, the extending members 178 are inserted
fully within each receiving chamber 76, and the extending members
178 push each valve poppet 72, overcoming the spring biased
against the valve poppet 72 and moving the valve poppet 72 back
away from its respective valve seat 74 into an "open" position.
The handle 180 is then locked into an open position while testing
of the fluid pre:>sures is conducted.
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CA 02181977 1999-10-O1
Once it is desired to disconnect the adapter 158 from the
access housing 56, the' handle 180 is moved away from the access
housing 56 moving the extending members 178 away from and out of
each respective receiving chamber 76 so that the valve poppet 72
is once again biased by the springs against their respective
valve seats 74 causing the valve to return to its "closed"
position.
Additional adapters may also be utilized to gain access to
the access ports 31, 32, 33, 34 within the preferred pipe bracket
12.
Variations of the shown embodiments are also possible. For
example, the four access ports 31, 32, 33, 34 are preferably
connected to the brake cylinder passageway 35, the auxiliary
reservoir passageway 36, the brake pipe passageway 37, and the
emergency reservoir passageway 38, respectively. However, a
second embodiment of the pipe bracket 212 is shown in
diagrammatic Figure 13. In particular, the pipe bracket 212
includes a quick action chamber access port 235 on boss 254 in
addition to a brake cylinder access port 231, auxiliary reservoir
access port 232, brake pipe access port 233 and emergency
reservoir access port 2.34. The quick action chamber access port
235 provides fluid communication with a quick action chamber (not
shown in Figure 1.3 ) wit:hin the pipe bracket 212 .
While certain preferred embodiments have been shown and
described, it is distinctly understood that the invention is not
limited thereto but may be otherwise embodied within the scope of
the following claims.
17
