Note: Descriptions are shown in the official language in which they were submitted.
CA 02177130 1999-12-O1
TITLE
RAILWAY MANUAL BRAKE CONTROL VALVE TEST UNIT
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates generally to brake control
valve devices four railway cars and more particularly to means
adapted to such brake control valve devices for directly
accessing fluid :Lines .and conducting a series of evaluative
pressure manipulations thereof.
2. Description of the Prior Art
Typica:L freight control valves such as the ABD,
ABDW, DB-60 and ~~BDX control valves, are comprised of 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. Typically, a third side,
the rear, of the pipe bracket portion has a number of
connections for c:onneciting the pipe bracket portion to piping
of the freight car. These connections typically include
connections to the bralke pipe, the brake cylinder retaining
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valve, the brake cylinder, the emergency r~sservoir and the
auxiliary reservoir. The connections to the brake pipe, the
brake cylinder retaining valve, the brake ~:ylinder, the
emergency reservoir and the auxiliary reservoir are each
respectively connected to a fluid passageway within the pipe
bracket ;portion. The pipe bracket passageways connected to
these pneumatic pipes permits the pipe bracket to provide the
necessary communication of pressures to bot:h the service and
emergency valve portions.
Currently, when it is desired to test a freight
brake control valve, the ;prior art testing device is attached
at one end directly to the brake pipe and at an opposite end
to a pressurized air source, such as a compressor. By
rotating a rotary valve through various positions, brake
operation is simulated. :for example, while charging the
brake pipe line with the pressurized air source, the rotary
valve ma~,r be positioned so that the pressurized air must
travel through a relatively narrow orifice, thus representing
slow charging. The rotary valve could also be rotated so
that the pressurized air :flows through a w~_der orifice, thus
represeni:ing quick charging. A lap positicm of the rotary
valve may also be selected in which there ~i.s no orifice, thus
sealing i~he brake pipe so that the brake pipe may be tested
for leakage. The rotary valve may a:Lso be indexed through
several application settings in which air p_s allowed to leave
the brakE~ pipe through varying sized passages, i:hus
represeni:ing various degrees of brake application.
The prior art testing device is equipped with a
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pressure gauge and a flowmeter. The prior art testing device
thus enabled several testing options, which included visually
watching the brake cylinder for operation, timing the various
brake applications manually (i.e., through a stop watch) and
detecting leakage by monitoring the flowmeter.
Prior art tests accessed only ones channel, the
brake pipe channel in which brake pipe pressure is
manipulated and the response to the control valve is
monitored. In the prior art, the pressures in :remaining
channels are unknown.
Thus, it would be advantageous to provide a testing
device which can perform enhanced testing f_unct:ions by
directly accessing pressures of channels in addition to
solely the brake pipe, such as one o:r more of the brake
cylinder, the emergency reservoir and the auxiliary
reservoir.
SUMMARY OF THE INVENTION
The invention provides a portable, manually-
controllt~d single-car test unit for a railway freight brake
control ~ralve. The testing device operates by directly
accessing the pressures of a number of charnels of the
control ~ralve. The test unit enables an operator to execute
a predetermined series of pressure manipulations to evaluate
the operating conditions of the control vaI_ve.
The control valve is of the type having a pipe
bracket portion and a service portion and an emergency
portion mounted to the pipe bracket portion. The pipe
CA 02177130 1999-12-O1
bracket portion i=urthe:r is connected to a brake pipe, an
auxiliary reservoir, an emergency reservoir, a brake cylinder
retaining valve and a brake cylinder. Furthermore, a
plurality of fluid pas;aageways are provided through the pipe
bracket portion i:or providing fluid communication from the
brake pipe, the brake cylinder, the brake cylinder retaining
valve, the emergency reservoir, and the auxiliary reservoir.
The fluid passageways i~hen travel through to the service
portion and the emergency portion. An access port plate can
also be used.
The pre~sentl~,~ described test unit directly accesses
preferably all four passageways to the brake pipe, the brake
cylinder, the au~ciliar~,~ reservoir and the emergency
reservoir, respecaivel~~. That allows an operator to directly
and positively determine the various valve functions by
manipulating and measuring the pressures within those
channels.
A number of manual valves are utilized in the test
unit to manipulate the pressure in the fluid passageways
connected to the brake pipe. The valves are preferably cut-
out cocks. A series oiE brake pipe exhaust valves are
provided along the brake pipe passageway. The brake pipe
exhaust valves each have varying amounts of restriction in
the flow such that varying exhaust flow rates may be attained
when the air is eaxhausi~ed through selected ones of the
CA 02177130 1999-12-O1
exhaust valves. The term "valve" is used in its general
sense and may include any means for providing a variable flow
restriction to control the rate of flow therethrough.
Furthermore, the test unit preferably has a number
of pressure gauge's for measuring air pressure in each of the
passageways. The' presaure gauges and cut-out cocks are
monitored and controllable by an operator as will be
described more fully below. Testing could be performed using
pressure transducers, solenoids and a microprocessor.
The te:~t unit has means for accessing the fluid
passageways that communicate to the brake pipe, the brake
cylinder, the emeargency reservoir and the auxiliary
reservoir. The preferred means for accessing the fluid
passageways is a number of access ports which a respective
access port is connected to each such passageway. The access
ports may be provided directly upon and through a surface of
the pipe bracket portion. Alternatively, the access ports
may be provided on a plate disposed between the pipe bracket
portion and either the emergency portion or the service
portion.
The te:ct unit, then sealably connects to the access
ports, so that the various fluid passageways may be accessed
by the test unit. It is preferred that the test unit be
connected to the access ports through a housing and an
adapter. Thus, in somfa embodiments, a housing connects to
the access ports of thE~ various passageways. Such housing
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preferably has valve means for preventing ~-he escape of fluid
pressure therefrom when the valve means is "closed".
When the fluid pressure within any or all of the
passageways is to be tested, an adapter engages with the
housing, "opening" the valve means a:nd allowing the fluid
under pressure to enter the adapter. ConnEactions provided on
the adapter then lend to the pressure test:i_ng device so that
the fluid pressure within the passageways may be analyzed.
The adapter may be provided with a cam system or other means
for moving the extending members into and e~ut o.f the access
housing ;so as to move the valve means into and out of the
"open" position.
It is preferred that when the fluid pressure within
the passageways is not being tested, and the adapter is
removed :From the housing, a removable outer- covE~r is provided
as a secondary seal over 'the access housing to compliment the
primary aeal of the valve means and to prevent i=he entry of
dirt or foreign material.
A series of tests are then conducaed by an
operator. The operator records the pressux-e measurements
from the pressure gauges. The operator ca~.culai:es and stores
the differences between selected pairs of t:he pressure
measurements. These pressure differences may bE~ measured
directly through the use of a differential pressure
transducear, such as one provided between tt~e auxiliary
resonator pressure gauge and the bralke pipE> pressure gauge.
First, e=Lapsed times are measured and recorded for a
predetermined amount of pressure to be reached in selected
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ones of 'the passageways beginning from a p:r_edetermined event.
Furthermore, the rate of change of selected pressures in the
passageways are measured and recorded. Thf~ operator then
measures and records second elapsed times rrom a
predetermined event to a change in the rate of ~~hange of
selected pressures onto actual pressures in the passageways.
The elapsed times are preferably measured by the operator
through -the use of one or more stop watcher.
The pressures, the differences bE~tween selected
pressures, the rates of changes of t:he pressures, the first
elapsed 'times and the second elapsed times to predetermined
values a:re then compared to evaluate the operating condition
of the control valve. The results of these comparisons may
be recorded.
Other objects and advantages of t:he invention will
become apparent from a description o:f cert~iin present
preferred embodiments thereof shown .in the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a prior art schematic: of ~~. railway
freight brake control valve showing the passageways running
through the pipe bracket portion, the emergency portion and
the service portion.
Figure 2a is a perspective view of a pipe bracket
portion having access ports provided thereon.
Figure 2b is a perspective view c~f an access port
plate.
Figure 3 is a schematic representation of the test
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unit connected to a railway freight brake control valve.
Figure 4 is a schematic re;preseni=ation of the
operating portion of the test unit shown operatively
connected to other portions of the test unit.
Figure 5 is a perspective view o~ a housing and
adapter for connecting the test unit to the pipe bracket
portion.
Figure 6 is a cross sectional view of the housing
and adapter taken along line A-A of :Figure 5.
Figure 7 is a cross sectional vif~w of the housing
and an a.Lternative adapter taken along linEa A-A of Figure 5.
Figure 8 is a cross sectional view of the housing
and alternative adapter of Figure 7 'taken along line B-B of
Figure 5.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
As can be seen in prior art Figure 1, air brake
practice incorporates pipe brackets .in fre~_ght brake control
valves which have an emergency portion and a service portion
mounted thereto. As can further be seen in Figure 1, various
fluid passageways connect the pipe bracket portion with the
emergency portion and service portion, respectively. Thus,
it is currently the practice in the air brake industry to
provide the pipe bracket portion with a number of passageways
therethrough. Selected passageways within the pipe bracket
portion open at respective access ports. '1'he ac:cess ports
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may be on the pipe bracket portion directlsr or may be
provided on a plate connected to the pipe bracket portion.
Referring first to Figure 2a, the access ports are
shown provided directly on the pipe :bracket. portion. The
pipe bracket portion is preferably a single sided pipe
bracket portion 36. The pipe bracket portion 36 is called
single sided because the emergency portion and service
portion are mounted on the same side or facie thereof. As can
be seen :in the figure, the service portion is mounted upon a
surface 48 and the emergency portion is mounted upon a
surface 50, both preferably on the same access face 38 of the
single sided pipe bracket portion 36.
Provided between the service portion mounting
surface 48 and emergency portion mounting surface 50, lies a
boss 39. Boss 39 has four access ports 40, 42, 44, 46
provided thereon and extending into the pipe bracket portion
36. Access port 40 connects to the brake cylinder
passageway, access port 42 connects to the brake pipe
passageway, access port 44 connects to the auxiliary
reservoir passageway and access port 46 connects to the
emergency reservoir passageway (passageways not shown in
Figure 2a). Each passageway is isolated from the others so
that the fluid pressure within a passageway is measurable at
its respective access port. The boss 39 i;~ preferably
integral with the pipe bracket portion 36 and ii:s surface is
preferably planar. The brake cylinder passageway, the brake
pipe passageway, the auxiliary reservoir passageway and the
emergency reservoir passageway are each provided within the
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CA 02177130 1999-12-O1
pipe bracket portion 3fi.
Referring next to Figure 2b, the access ports may
be provided on a plate which is connected to the pipe bracket
portion and the ~;ervice~ portion. As is seen in prior art
Figure 1, passageways gravel between the pipe bracket portion
and both the emergency portion end the service portion.
Therefore, at they intei:face between the pipe bracket portion
and the service portion are openings which correspond in size
and position. A~~ a means of providing access to the fluid
pressures within the passageways, an access plate 54 may be
provided between the service portion and the pipe bracket
portion.
Access plate 54 is provided with openings 58 on
opposed sides so that each access plate opening 58 intersects
a respective fluid passageway of the service control valve.
Must access plate openings 58 then connects to a respective
access port 40', 42', 44', 46' along a boss 56 of the access
plate 54. Thus, access port 40' connects to the brake
cylinder passage~niay, access port 42' connects to the brake
pipe passageway, access port 44' connects to the auxiliary
reservoir passageway and access port 46' connects to the
emergency reservoir passageway (passageways not shown in
Figure 2b). Each passageway is isolated from the other so
that the fluid pressure' within a passageway is measurable at
its respective access port.
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CA 02177130 1999-12-O1
Referring next to Figure 3, a schematic
representation oiE the -test unit connected to a railway
freight brake control valve is shown. As can be seen in the
figure, a railwa~r freight train car 10 is depicted having a
brake pipe 12 provided therewith. Cut-off valves 16a, 16b
are provided along the brake pipe 12 along opposite ends of
the train car 10,. Cut--off valves 16a, 16b are movable
through "open" and "closed" positions. When cut-off valves
16a, 16b are in an open position, fluid is able to freely
travel through the cut--off valves 16a, 16b. When the cut-off
valves 16a, 16b are in a closed position, fluid may not
travel past cut-off valves 16a, 16b. When the cut-off valves
16a, 16b, located at opposed ends of train car 10, are both
in the closed po:~ition,, the section of brake pipe 12 between
the cut-off valves 16a,, 16b is isolated. Alternatively,
blanked-off connectors 17a, 17b may be fitted on each end of
the brake pipe length iEor the tested car. The blanked-off
connectors 17a, 7.7b thus isolate the length of the brake pipe
between the blanl~;ed-ofiE connectors. By opening cut-off
valves 16a, 16b and us_Lng blanked-off connectors 17a, 17b,
the length of the' brakes hose and the glad hand connector
seals (not shown) may be tested for leakage.
The broke pipe 12 connects to a control valve 14.
A cut-off valve ~.6c is also provided between brake pipe 12
and control valves 14. Cut-off valve 16c is similarly
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moveable through "open" and "closed" positrons. In this way,
control valve 14 may be connected to the f.Luid .in brake pipe
12 when cut-off valve 16c is in a open position. Similarly,
control valve 14 is isolated from the fluid in brake pipe 12
when cut-off valve 16c is in the closed position.
However, as described above, access ports 40, 42,
44, 46 are provided along control valve 14,. The test device
24 is also schematically depicted in Figure 3. The test
device 24 has as its main components an operating portion 26,
a display portion 28, a pressurized air soi.irce :35 and a
connection means 84 for linking the device 24 to the control
valve 14. It is distinctly understood that: any or all of the
components of the test device 24 may be separate, discrete
components or may be integral with any or ~~11 of the other
components.
The operating portion 26 is connected to the
control valve 14. As noted above, the access ports 40, 42,
44, 46 are connected to the fluid passageways of the brake
cylinder, the brake pipe, the auxiliary reservoir and the
emergency reservoir, respectively. 'the operating portion 26
therefore has means for connecting to the access ports for
accessing the fluid pressures within the v~irious passageways
of the pipe bracket portion 18.
As will be discussed more :fully below, the
preferred means of connecting the operating portion 26 to the
access ports involve having the operating portion connected
by a series of pneumatic hoses 30a, 30b, 3()c, 30d to an
adapter 84. The adapter 84 is then engageable with an access
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housing 82. The access housing 82 is mouwi=ed upon and
engages the access ports. Thus, the fluid pressure of the
brake cylinder passageway travels through ~iccess port 40 and
through hose 30a into the operating :portion 26. The fluid
pressure of the brake pipe passageway travels through access
port 42 and through hose 30b into the operating portion 26.
The fluid pressure of the auxiliary :reservoir passageway
travels through access port 44 through hose 30c into the
operating portion 26. The fluid pressure c~f thc~ emergency
reservoir passageway travels through access port 46, through
hose 30d into the operating portion 26. An air supply hose
34 connects a source of compressed a.ir 35 t:o thE~ operating
portion 26. A pressure gauge 33 measures t:he pressure
delivered to supply hose 34 by compressed air source 35.
The operation of the test device 24 is depicted
schematically in more detail in Figure 4. Compressed air
travels from a compressed air source 35 through air supply
pneumatic hose section 34. From the air supply hose 34 the
compressed air flows through a pressure regulator 130.
Unregulated air pneumatic hose section 174 has a valve 150
provided thereon such that when valve 150 i_s closed, the
compressed air from the air supply pneumat~_c hose 34 travels
solely through the pressure regulator 130. When valve 150 is
opened, unregulated compressed air may flow into the brake
pipe pneumatic hose 30b.
The regulated compressed a:ir from the pressure
regulator 130 may travel through the brake cylinder pneumatic
hose 30a and into the brake cylinder (not shown in Figure 4)
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when the brake cylinder charge valve 142 is open and the
brake cylinder exhaust valve 144 is closed.. When brake
cylinder charge valve 142 is closed and the brake cylinder
exhaust valve 144 is closed, compressed air. may no longer
flow into the brake cylinder, and further, compressed air
already present in the brake cylinder is rE~tained there if
the control valve is in applied position o~- in release and
retainer is set to high pressure position. Compressed air
may exhaust the brake cylinder through brake cy:Linder exhaust
valve 144 by operating the brake cylinder exhaust valve 144.
Regulated air from the pressure regulator 130 may
also flow through any one of three paralle=B_ paths to the
brake pipe pneumatic hose 30b. Each path from the pressure
regulator to the brake pipe pneumatic hose 30b has a
respective valve 152, 154, 155 provided thereon The
regulated air may flow substantially unrestricted to the
brake pipe pneumatic hose 30b when the brake pipe valve 152
is open. The regulated air may also pass with some flow
restriction through second brake pipe valve 154 into the
brake pipe pneumatic hose 30b when the brake pipe valve 154
is open. Also, the regulated air may travE~l through a
flowmeter and valve 155 into the brake pipe pneumatic hose
30b when flow meter and valve 155 is open. Of course, valves
152, 154, 155 may also all be placed in a closed position in
which no fluid may pass therethrough.
The brake cylinder pneumatic hoses 30a,. the brake
pipe pneumatic hose 30b, the auxiliary reservoir pneumatic
hose 30c and the emergency reservoir pneumatic hose 30d are
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each connected to a respective pressure gauge 134, 136, 138,
140. Thus, the fluid pressure within the brake cylinder, the
brake pipe, the auxiliary reservoir and the emergency
reservoir may be measured.
The auxiliary reservoir pneumatic. hose 30c is
connected to the brake pipe pneumatic hose 30b through a
valve 146. Valve 146 connects brake pipe t:o the auxiliary
across the service valve diaphragm. Similarly, the emergency
reservoir pneumatic hose 30d is connected t:o the brake pipe
pneumatic hose 30b through a valve 148. Thus, Fluid
communication is made between the auxiliary reservoir
pneumatic hose 30c and the brake pipe pneumatic hose 30b and
between the emergency reservoir pneumatic hose 30d and the
brake pipe pneumatic hose 30b when valves 1.46, 148,
respectively, are open.
A series of brake pipe exhaust valves 156, 158,
160, 162, 164, 166, 168, 170 are provided along the brake
pipe pneumatic hose 30b. The brake pipe e>:hausi: valves 156-
170 each have varying amounts of restriction in the flow such
that varying exhaust flow rates may be attained when the air
is exhausted through selected ones of the exhaust valves.
Although eight exhaust valves 156, 158, 16(:l, 16?, 164, 166,
168, 170 are shown, any number of exhaust valves may be
utilized. A buffer reservoir 172 is connected i:o the brake
pipe pneumatic hose 30b to provide a volumE~ of air at which
the pressure gauge 136 may accurately measure the pressure
and is separated by valve 176 from hose 30b.
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The operating portion 26 is then connected to a
display portion 28. The portion 28 is the visual display
output from the pressure gauges 134, 136, 138, L40. The
display for each pressure gauge may be a d~i.al or a digital
display. In addition, a differential transducer 137 may be
provided between the auxiliary reservoir p~-essure gauge 138
and the brake pipe pressure gauge 136. Alt:bough not shown in
the figures, differential transducers may be provided between
any two pressure gauges.
An operator calculates and records the values of
and the differences between selected pairs of pressures of
selected access ports taken from pressure gauges 134, 136,
138, 140 and flowmeter 155. First elapsed times are also
measured and recorded by the operator for ~i predetermined
amount of pressure to be reached in selected ones of the
passageways connected to its access port, beginning from a
predetermined event. The rate of change of selected
pressures in the various passageways are measured and stored
as well. A timer may be built into the tester or used
separately to measure the rates of pressurE~ change. The
operator then measures and stores second e~apsed times from a
predetermined event to a change in the rate of c=hange of
selected pressures in the various passageways. The
pressures, the differences between selected pressures, the
rate of changes of the pressures, the first elapsed times,
the second elapsed times and the flow readings are then
compared by the operator to evaluate the operating condition
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of the control valve 14. Finally, the results of these
comparisons are recorded.
The operation of the device 24 and particularly the
operating portion 26 will now be described in greater detail
with reference to particular test procedures:
CHARGING THE CAR
In the prior art valve testing, t:he control valve
distributes air to the auxiliary reservoir, the emergency
reservoir and the quick action reservoir during charging.
During charging of the car, the regulated air introduced
through the brake pipe builds pressure, but: temperature
effects swing the pressure below that target pressure. An
operator must wait for the system air to equalise and must
keep trying to reach the target pressure, dealing with
temperature-caused pressure swings. First, pressure is built
up in the brake pipe, then the control valve feeds the
pressure into the auxiliary reservoir and emergency
reservoir. This takes a long time since the pressurized air
must travel through the control valve including a number of
very small chokes.
Referring to Figure 4, for charging with the
preferred test unit, the compressed air travels through the
air supply pneumatic hose 34 and flows to t:he brake pipe
pneumatic hose 30b. To get up to target px-essure, valves
146, 148, 150 are opened. Unregulated air is introduced into
the brake pipe pneumatic hose 30b through valve 150. The
unregulated air then flows into the auxiliary reservoir
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pneumatic hose 30c and the emergency reset«oir pneumatic hose
30d through valves 146, 148, respectively. Valve 150 is then
closed and regulated air through valve 152 takes the brake
pipe pressure, auxiliary pressure and emergency pressure to
target. Thus, the device utilizes a two pi-essure air feed
supply, one of which is regulated air and t:he other of which
is unregulated air.
With valve/flowmeter 155, open, t:he f:Lowmeter 155
verifies the flow to the brake pipe pneumatic hose 30b
because the air flow through the flowmeter 155 and through
valve 152 have parallel paths. Thus, one c:an interpret what
the air flow is through valve 152 by examining the air flow
through the flowmeter 155. Then, valve 15'. is closed so that
the air flow must go through the flowmeter and valve 155 and
the air flow into brake pipe hose 30b can be verified.
There is also preferred a reservoir 1'72 shown along
the brake pipe pneumatic hose 30b that is part of the test
equipment and is connected to the brake pipe pneumatic hose
30b by valve 176. The :reservoir is useful because when a
very rapid pull of air flows through the bx-ake pipe pneumatic
hose 30b, a gauge placed in that hose cannot provide an
accurate reading of the pipe bracket pressure. The reservoir
172 acts as a buffer. 'thus, there is a vo~.ume of air
provided which can be monitored to determine what pressure
changes are happening in that brake pipe pneumatic hose 30b.
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RETAINER VALVE
For testing the retainer valve in the prior art, a
visual check is performed. Th.e retainer valve .is put in an
actuated position of high pressure retaining, the control
valve is moved to release and the brake cy=finder pressure
will gradually drop. Eventually the gradual drop in the
brake cylinder pressure will stop and the brake cylinder is
checked to make sure the brake cylinder has not retracted
within a certain amount of time. A potential drawback
associated with the prior art test is that the brake cylinder
pressure could drop to a small amount - suc:h as 3 psi - and
the cylinder will still appear to be actuated despite not
having sufficient pressure to fully actuate.
In the preferred test procedure utilizing the test
unit, the brake cylinder exhaust valve 144 is c_Losed, the
retainer valve (not shown) is turned to high pressure
position retaining, then the brake cylinder charge valve 142
is opened which allows :regulated air to be introduced into
the brake cylinder. The brake cylinder is charged to a
pressure level below the set point (i.e., t:he level of brake
cylinder pressure at which the check valve shuts off). Then,
the brake cylinder pressure is monitored at: pressure gauge
134 (i.e., the pressure valve is measured at different times)
to determine whether there is any decrease in the brake
cylinder pressure. Lack of decrease in the brake cylinder
pressure beyond some preselected amount indicates that the
retainer valve is working. Thus, the pressure is monitored
to determine how much the brake cylinder pressure drops
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rather than looking at the brake cylinder. Then, the
retainer valve is put in the direct exhaust: position and the
brake cylinder pressure is monitored at pressure gauge 134 to
ensure that the brake cylinder pressure decreases a
predetermined amount within a predetermined time period.
Furthermore, :instead of waiting for the brake
cylinder to reach its operating pressure through air
delivered from the service portion after it: has been applied
and then released (as is done in the prior art testing
procedures), a retainer test can be instituted with a valve
in release without previously having to have applied it. Air
flowing into brake cylinder and thereby to the retainer may
be charged directly to valve 142 to under t:he set point of
the retaining check valve. Then it can be determined whether
the valve shuts off. This saves time in charging the brake
cylinder, air can be applied directly to the brake cylinder,
treating the control valve as if it is just: in release or
charging position. To save time, the car c:harg_ing and
retainer valve tests can be done simultaneously
SLACK ADJUSTER
Regarding slack adjuster tests, t:he prior art
requires that the control valve be applied and released.
This takes a long time due to charging.
With the presently preferred test: unii=, after
applying the control va:Lve with a minimum x-educt:ion, the
remaining brake cylinder cycling can be done directly. The
brake cylinder charge valve 142 allows direct charging of
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regulated air from the regulator 130 to thc~ brake cylinder.
The brake cylinder exhaust valve 144 allows for direct
exhausting of air from the brake cylinder. The brake
cylinder pressure may be increased directly through the brake
cylinder charge valve 142, then the brake cylinder exhaust
valve 144 is actuated to directly release that pressure. The
brake cylinder charge valve 142 and the brake cylinder
exhaust valve 144 perform faster exhaust and charge functions
than the control valve, allowing direct manipulation of the
brake cylinder.
QUICK SERVICE LIMITING VALVE
To test the limiting valve with t:he presently
preferred test unit, wh.lle the limiting va~_ve is applied, the
pressure is maintained so that the auxiliary reservoir/brake
pipe valve 146 is opened. That places the service portion in
the service lap position. Direct manipulation of the brake
cylinder is possible by dropping pressure without the service
portion going to application to compensate for it.
Connecting the auxiliary reservoir pneumatic hose 30c to the
brake pipe pneumatic hose 30b makes the test very stable and
allows manipulation of either valve 152 or valve 154 to hold
the brake pipe pressure while the brake cyl_inde~- is applied.
In the prior art AB rack test, the limiting valve
is applied and the brake cylinder pressure is dropped to zero
and checked to see whether the brake cylinder pressure builds
up again. The technique employed with the presently
preferred test unit is very similar. The limiting valve is
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applied and then the service portion is stalled (i.e., the
auxiliary reservoir is connected to the brake pipe so that
the slide valve is lapped off). Then, the air pressure in
the brake cylinder is dropped through the brake cylinder
exhaust valve 144 to around 0 psi for a period of
approximately five seconds. Then the brake cylinder exhaust
valve 144 is closed and the brake cylinder pressure is
monitored to ensure that it increases.
EMERGENCY TEST
In the prior art test of emergency application, it
is indirectly determined that the air pressure from the
emergency reservoir went into brake cylinder anc~ the
auxiliary reservoir. Pressures are not known, but a noise is
generated when the vent valve piston is actuated once brake
pipe pressure is exhausted through the vent: valve port. The
noise indicates that one part of the valve is working but it
does not positively indicate that the entire valve is
working. It remains unknown whether the high pressure spool
has moved to connect the emergency reservoir to the auxiliary
and brake cylinder. Although air from the auxiliary
reservoir may have entered the brake cylinder such that brake
cylinder pressure and auxiliary pressure equalise, the
emergency reservoir air may not have entered into the brake
cylinder and auxiliary reservoir, such that. the full effect
of emergency has not been achieved. Also, the separate
(stand alone) vent valve must be disabled physically for this
test.
23
~17'~130
In contrast, -the preferred automatic test unit
allows direct checking of the pressures at the brake
cylinder, auxiliary reservoir and emergency reservoir through
pressure gauges 134, 138, 140. The brake cylinder pressure,
the auxiliary reservoir pressure and the emergency reservoir
pressure are monitored and should be approximately equal
during an emergency application indicating that the auxiliary
reservoir, the emergency reservoir and the brake cylinder are
in fluid communication. Furthermore, the separate vent valve
is not involved in the test and, therefore, does need
disabling because using the volume 172 and disconnecting 12,
the test can isolate the control valve alone.
EMERGENCY APPLICATION
The prior art tested the control valve with the
brake line 12 connected and two effective restricted rates
for all volumes of brake pipe contained in brake line 12.
The present test device closes valve 16c so that
every car will be tested to a uniform volume and rate. The
uniform approach standardizes the test for all <:ars so that
some are not tested more strictly or lenierutly depending on
volume and rate combination.
RELEASE TEST AFTER ENERGENCY
Following an emergency applicatican in the prior art
testing procedure, ther<s is a delay for a time period of 75
to 90 seconds from the start of the emergency application
before one can recharge due to quick action air draining
24
z 17130
through a relatively smal:L orifice. To cause a release after
emergency, the prior art charges brake pipe through a
restriction until 28 psi :is reached. The charge path is
closed and the brake pipe pressure is then monitored to
determine whether brake pipe pressure increases, indicating
proper performance.
With the present test unit, it i:~ not necessary to
wait for 90 seconds to recharge. An emergency accelerated
release of the brake pipe means that the emergency portion
has caused brake cylinder pressure to go into brake pipe
which provides a very rapid build up of brake p:Lpe pressure.
The test unit allows an emergency accelerated release to be
achieved without having to wait the built-~_n time associated
with an emergency application of 75-90 seconds.
With the present test unit, brake pipe pressure is
reduced to zero psi without creating an emergency
application. This makes the service portion and emergency
portion respond as if each were in the final stage of an
emergency application. The routine of changing to 28 psi and
checking for increase can be done immediately without the
long delay time.
~1~~130
MANUAL RELEASE VALVE
The prior art manual release valve test procedure
requires the operator to pull a release handle after an
emergency application to see that the brakE~ cylinder
retracts. Then the control valve is recharged and reapplied
to check that the release valve has reset. This recharge is
time consuming. If air pressure is lost through the
actuation of the release valve, then the valve must be reset
to ensure proper operation.
The new testing unit also requires the operator to
pull the release handle after an emergency application to see
that the brake cylinders retract. After the handle has
released, the new testing unit involves an operator checking
to ensure that the auxiliary reservoir and emergency
reservoir pressures stop dropping. This verifies that the
check valves in the release valve portion gave r_eseated and
are not leaking. However, during the reset: of 1=he release
valve portion test, the new testing unit does not have to
charge the car as fully before reapplying t:he valve. The new
testing unit charges brake pipe and looks for emergency
pressure to increase indicating that the services portion has
moved to release, i.e., charging. This then allows the valve
to be applied instead o:~ waiting for the whole system to be
charged to 90 psi, thereby saving time charging.
26
~~7'~130
SERVICE RELEASE TEST
Under the prior art test unit, the brakes are
applied, then air is supplied to the brake pipe hose through
a small orifice. The brake cylinder must suddenly decrease
as indicated by a blow of the retainer within a specified
time based on length of car. This has a loose relationship
to release differential required to releasE~ the valve.
Currently, there are no minimum times (or t:oo low a release
indication too sensitive a valve).
Under the presently preferred test un:Lt, the brakes
are applied, then air is supplied to the bz-ake pipe pneumatic
hose 30b through valve 154 which has a very small orifice.
The brake pipe pressure is built up slowly and controlled due
to the use of volume 172 and the isolation of 12, and the
release differential (the differential between i:he brake pipe
pressure versus the auxiliary reservoir pressure) is
monitored until a release occurs, then brake cylinder
pressure will drop very rapidly. The maximum value of the
release differential is monitored and tells thai: the valve is
not too sensitive nor too insensitive.
PISTON TRAVEL
Under the prior art test unit, tl-ue initial brake
cylinder piston travel :Ls measured after making a 30 psi
reduction. This procedure gets approximately 50 psi in the
brake cylinder line.
The present preferred test unit will apply the
control valve with a minimum application and then directly
27
~~~~~~o
charge the brake cylinder through brake cylinder charge valve
142 to obtain 50 psi so that measurements cyan be more
precise.
APPLIED LEAKAGE TEST
The prior art test unit applies t:he c~~ntrol valve
with a 10 psi reduction using a relieving regulator set 10
psi below fully charge pressure. After the reduction is
complete, the flowmeter 155 must not increase from release
test by more than 50 in'/min into brake pipe. The prior art
could not determine leakage from auxiliary to emergency as
could occur with a faulty reservoir dividing plate.
The present preferred unit applies the valve and
maintains the 10 psi reduction. During the maintaining
period, brake pipe flow as well as auxiliary, brake cylinder
and emergency pressures are monitored for changes to indicate
leakage into or out of each separate air system.. This
directly indicates what leakage is present and _Ln what
system.
SEPARATE (STAND ALONE)i VENT VALVE TEST
The prior art test unit uses the same orifice to
test whether the vent valve goes to emergency and to test
whether the emergency portion goes to emergency» The test is
performed with the control valve cutout and only brake pipe
12 with the vent valve active.
The present preferred test unit uses different
orifices (exhaust valves 156, 158, 160, 162, 164, 166, 168,
28
CA 02177130 1999-12-O1
170) and thereby different rates of exhaust to check the vent
valve and control valve operation as a result of an emergency
application. Th~~ vent valve should go to emergency at a rate
slower than an emergency portion. Thereby, the present
preferred test d~wice tests each with appropriate rates. The
emergency portion is disabled from going to emergency by
closing the cutout valve 16c and draining the brake pipe
pressure at the nest unit and the control valve pressure
drops to approximately zero. Then, the operator opens the
cutout valve 16c. When the test unit senses the build-up of
brake pipe pressure coming from the main brake pipe line 12
through the cutout valve 16c, the operator releases stored
air in the reservoir 1'72 that had been previously charged and
closed off before the control valve brake pipe went to zero.
This releasing ojE air :From reservoir 172 prevents the vent
valve from deteci:ing a large pressure drop, it also doesn't
allow the quick access chamber pressure to build-up in the
emergency portion thereby nullifying the emergency portion
from a go test on the vent valve.
Means j=or controlling the test unit to the control
valve are provided. One such setup is shown and described
below with reference to Figures 5 through 8.
Referr»ng next to Figures 5 and 6, an access
housing 82 and adapter 84 are shown which may connect to the
29
2177130
access ports. The access housing 82 has channe.Ls 92, 94, 96,
98 for communicating with the respective passageways 36, 38,
40, 42. The housing channels 92, 94, 96, 98 have opposed
ends, with one end of each channel 92, 94, 96, '38 being
bordered by an access end 102. Each access end 102 of the
access channels 92, 94, 96, 98 being sized and configured to
connect to and sealably engage with the respective access
port. The end of each of the housing channels opposite to
each access end 102 have a receiving chamber 104. The
housing channels 92, 94, !~6, 98 are preferably positioned in
the access housing 82 such that the access ends 102 of each
of the housing channels 92, 94, 96, 98 correspond in location
to the respective access ports 28, 30, 32, 34 of the
passageways.
Intermediate the receiving chamber 104 and the
access end 102 of each :housing channel 92, 94, 96, 98,
preferably at a shouldered end of the rece~_ving chamber 104,
is a valve seat 106. Access housing 82 preferably has a
valve means provided therein. Preferably, a number of valve
means are provided within the access housing 82~ such that a
respective valve means .is provided within each of the housing
channels 92, 94, 96, 98. Each such valve means is preferably
comprised of a spring 108 seated within the housing channel
and a stopper 110 engageable with the spring 108, which
together operate in cooperation with the valve seat 106. The
stoppers 110 are each movable within their respective housing
channel 92, 94, 96, 98 and are biased by the springs 108 into
contact with the valve seats 106. With stoppers 110 in bias
21'~'~13~
contact with the respective valve seats 106, the valve means
is said to be in the closed position, in which Fluid from the
access ports 28, 30, 32, :34 cannot pass through valve seats
106 into the receiving chambers 104 of each housing channel
92, 94, 96, 98. Thus, when the valve means is .in the closed
position, no fluid pressure is lost through the access
housing 82. The housing may be secured to the access plate
by any convenient means, such as by studs.
As can be seen :in Figures 5 and Ei, an adapter 84
may be attached to access housing 82 when _~t is desired to
access the fluid pressures of the various passageways 36, 38,
40, 42, which represent respectively the fluid pressures in
the brake cylinder, the brake pipe, the auxiliary reservoir
and the emergency reservoir. The adapter 84 is connected to
the access housing 82 by any convenient means such as by
studs 126. Adapter 84 :has channels 112, 11.4, 1:L6, 118
provided therethrough. The adapter channe7_s arc' each bounded
at one end by a respective extending member 120, which
extends outward from one end of the adapter- 84. At an
opposite end of the adapter channels 112, x.14, :116, 118, the
adapter channels are each bounded by a respective fitting
122, which extends outward from the adapter- 84. Adapter
channels 112, 114, 116, 118 are positioned along adapter 84
such that when the adapter 84 is placed adjacent: the access
housing 82, each adapter channel 112, 114, 116, 118
corresponds in position and location with each ~_-espective
housing channel 92, 94, 96, 98. Each of the adapter
extending members 120 are sized and configured i.o fit inside
31
1'x'7 13 0
and sealable engage with each respective receiving chamber
104 of the access housing channels 92, 94, 96, 98.
When each adapter extending member 120 is inserted
within its respective receiving chamber 104 of the access
housing channels 92, 94, 96, 98, each extending member 120
contacts a respective valve means stopper 110. As the
extending members 120 are inserted fully w~.thin each
receiving chamber 104, the extending members 120 push each
valve means stopper 110 overcoming the spring bias against
stopper 110 and moving the stopper 110 back away from its
respective valve seat 106 into an "open" position. The
extending members 120 are sized and configured ;so that when
they are inserted within the receiving chambers 104, fluid
may travel around the extending members l2Cl and into the
respective housing channels 92, 94, 96, 98. When the valve
means stopper 110 is in the open position, fluid pressure may
travel from the access ;plate passageways 3fi, 38, 40, 42,
through the respective acr_ess ports 28, 30, 32, 34, through
the respective housing ~~hannels 92, 94, 96, 98 ~~nd the
respective adapter channels 112, 114, 116, 118 and out of the
adapter fittings 122 where the fluid pressure may be an
analyzed.
When the adapter 84 is separated from the access
housing 82 such that each extending member 120 of the adapter
84 is removed from its corresponding receiving chamber 104 of
the access housing 82, 'the springs 108 wil7_ force the
stoppers 110 against their_ respective valve seai:s 106,
causing the valve means to return to the closed position.
32
~177i3o
Thus, when the adapter 84 is removed from engagement with the
access housing 82, fluid pressure is maintained within the
access housing 82.
Referring next to Figures 5, 7 and 8, a modified
adapter 184 may be attached to access housing 82 as a means
of accessing the fluid pressures of the various access plate
passageways 36, 38, 40, 42. With respect t:o the following
description of adapter 184, the access housing 82 operates in
identical fashion as was described with respect to Figures 5
and 6.
The adapter 184 is affixed to the access housing 82
by any convenient means such as by studs 126. Adapter 184
has channels 186, 188, 190, 192 provided therethrough. The
adapter channels 186, 188, 190, 192 are each bounded at one
end by a respective fitting 194, which extends outward from
the adapter 184. An opposite end of each adapter channel
186, 188, 190, 192 is connected to a transverse cam shaft
bore 196. Provided within the cam shaft bore 1!36 is a cam
shaft 198 having a number of eccentric portions 200. Each
eccentric portion 200 is coupled to a respective extending
member 202. The respective extending members 202 extend
outward from an end of the respective adapter channel
opposite to the end bounded by the fitting 194.
The adapter channels 186, 188, 190, 1'32 are
positioned along adapter :184 such that where the adapter 184
is placed adjacent the access housing 82, each adapter
channel 186, 188, 190, 192 corresponds in position and
location with each respective housing channel 92, 94, 96, 98.
33
~1~r~130
Each of the adapter extending members 202 are sized and
configured to fit inside and sealably engage with each
respective receiving chamber 104 of the access housing
channels 92, 94, 96, 98. When adapter 184 is so positioned
adjacent the access housing 82 and is affixed thereto such as
by studs 126, the extending members 202 of adapter 184 extend
within receiving chambers 104 but do not contact valve means
stopper 110 or, in the alternative, do not sufficiently
contact valve means stopper 110 to move valve means stopper
110 overcoming the spring bias provided by spring 108 (not
shown in Figures 7 and 8).
Once the adapter 184 is secured t.o ac<:ess housing
82 so that there is a seal between each respect:Lve adapter
channel 186, 188, 190, 192 and its respect~_ve access housing
channel 92, 94, 96, 98, the cam shaft 198 is enclaged. A cam
handle 204 is provided which is connected t:o cam shaft 198.
Thus, when handle 204 is rotated, cam shaft: 198 is rotated as
well within cam shaft bore 196. As cam shaft 1!~8 is rotated,
cam shaft eccentric portions 200 are moved in a circular
path. As the handle 204 is rotated forward, the cam shaft
eccentric portions 200 are rotated towards the access housing
82 causing extending members 202 to be moved further into the
access housing 82. When the handle 204 is moved
sufficiently, the extending members 202 are inserted fully
within each receiving chamber 104, and the extending members
202 push each valve means stopper 110, overcoming the spring
bias against stopper 110 and moving the stopper 110 back away
from its respective valve seat 106 into an "open" position.
34
~1'~'~130
The handle 204 is then locked into an open position while
testing of the fluid pressures is conducted.
Once it is desired to disconnect the adapter 184
from the access housing 82, the handle 204 is moved away from
the access housing 82 moving the extending members 202 away
from and out of each respective receiving r_hamber 104 so that
the valve means stopper 1:L0 is once again biased by the
springs against their respective valve seats 105 causing the
valve means to return to .its "closed" position.
Variations of the shown embodiments are also
possible. Thus, while certain present 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.
