Note: Descriptions are shown in the official language in which they were submitted.
CA 02314717 2000-07-17
COMBINATION MOTOR/PNEUMATIC DRIVEN TRAIN
BRAF~ PIPE PRESSURE EXHAUST VALVE
This application is a division of copending commonly owned
Canadian Patent Application No.2,213,013 filed August 13, 1997.
FIELD OF THE INVENTION
The present invention generally relates to a valve for
exhausting pressure in the brake pipe of a railroad train consist
at a location remote from the locomotive concurrently with a brake
valve regulating service reduction of brake pipe pressure at the
locomotive. More particularly, the invention pertains to a valve
device that is motor driven for a service brake application and
pneumatically driven for an emergency brake application.
BACKGROUND OF THE INVENTION
There is currently an ongoing effort in the railway industry
to develop electro-pneumatic brakes for railroad freight trains.
It is generally acknowledged that such an electro-pneumatic brake
control will enhance train operation by achieving a faster brake
response, more equalized car retardation and a generally more
uniform braking effort throughout a long train of cars.
These improved results are based on the assumption that all of
the cars, or at least a majority of the cars, making up a train
consist will be appropriately equipped for such electro-pneumatic
braking, in which case direct braking cylinder pressure control is
envisioned. With the exception of certain unit trains, however, it
cannot currently be reasonably expected that any such majority of
cars will be immediately implemented with the required electro-
pneumatic equipment.
Accordingly, for the present, indirect brake cylinder pressure
control is still extensively utilized. In this arrangement, the
train brake pipe pressure is controlled at the locomotive and also
at one or several remote cars throughout the train consist to
1
CA 02314717 2000-07-17
accelerate reductions of brake pipe pressure in order to obtain a
faster and more uniform brake response.
Presently, railroad trains are required to carry an end-of-
train unit on the last car, which, among other functions, may be
equipped to independently and remotely initiate a reduction of
brake pipe pressure from the rear of the train in response to the
operator activation of a special triggering device disposed in the
locomotive. This is accomplished by transmitting an emergency
brake application command signal from the locomotive to the end-of-
train unit via radio communication.
SUMMARY OF THE INVENTION
One approach to effecting such a brake pipe pressure reduction
is to utilize a control valve having a variable orifice in which
the brake pipe pressure is discharged through an orifice, the size
of which is adjustable in proportion to the pressure reduction
requirement. The present invention, conversely, is predicate upon
the use of a valve device which is motor driven for purposes of a
service brake application and pneumatically driven for purposes of
an emergency brake application.
In essence, the present invention is intended to be
incorporated into a more or less conventional radio control system
for exhausting the train brake pipe pressure at the last car in
accordance with service, as well as, emergency brake application
signals transmitted from the locomotive. As specified in fihP
parent application, the invention as defined therein comprises a
valve device for reducing the brake pipe pressure in the last car,
or any selected car, of the train consist. The valve device has an
adjustable valve means adapted to discharge or vent brake pipe
pressure from such brake pipe wen the valve means is at least
partially open. The rate of discharge is in proportion to the
extent the valve means is open. The valve device includes a motor
driven means and a pneumatic drive means. The motor drive means is
responsive to a signal for a service brake pipe pressure reduction
2
CA 02314717 2000-07-17
to at least partially open the valve means. The pneumatic drive
means is responsive to a signal for an emergency brake pipe
pressure reduction to fully open the valve means.
In a more specific aspect of the invention according to the
parent application, the valve device comprises a valve body having
at least on supply passage to which the brake pipe is connecte, and
exhasut passage open to atmosphere, and a bore with which the
supply passage and the exhaust passage are in communication. A
valve means is disposed within the bore. The valve means
reciprocates between a closed position and a fully open position to
selectively close, open and partially open the supply passage or
passages to the exhaust passage. An electric motor drive means is
provided to partially and controllably open the valve means to
thereby partially open the supply passage to the exhaust passage,
thereby venting brake pipe pressure pursuant to the signal for a
service brake pipe pressure reduction. A pneumatic drive means is
provided to quickly and fully open the valve means to fully exhaust
the brake pipe pressure pursuant to the signal for an emergency
brake pipe pressure reduction.
In an even more specific aspect of the invention according to
the parent application, the valve device comprises a valve means
having two supply passages to which the brake pipe is connected.
Both of these passages are in communication with the bore on either
side of the exhaust passage. A reciprocatable valve body includes
two valves. The first valve is adjustable and lies between a first
of the supply passages and the exhaust passage. The second valve
lies between the second supply passage and the exhaust passage.
The motor drive means is adapted for micro adjustment of the
reciprocatable valve body sufficient to selectively open the first
adjustable valve to thereby controllably open the first supply
passage to the exhaust passage for service brake pipe pressure
reductions, but not be sufficient to open the second valve intended
for emergency brake pipe pressure reductions. The pneumatic drive
3
CA 02314717 2001-02-12
means is adapted for macro movemen' of the reciprocatable
valve body to fur 'y opE, the se,~~;mc; ~<. ~re !.=hereby fully
opening the second :~upp_I_y passage ',o tree exhaust passage for
emergency brake pipe pressure reductions.
The present invenl_::i_on as defined herein, on the other
hand, provides a micro~_~rccessor conrrol.led valve system for
use in an end-of-train unit disposed on a railroad car at a
location in a train rernc>te from a ='~ocornotive. The
microprocessor conr_rol_l..ed valve system comprises: (a) a
pressure transducer fog converting pressure existing within a
brake pipe on the rail--oad car to an electrical signal
indicative of braL:e pipe pressure; 'bl a microprocessor unit
in t=ne end-of-tray n ur.-~: equipped ;->.r t e~~~-i_v r.g from the
pressure transducer the eic~ctri ..a 1 ,~igr~al and from the
locomotive a brake comr~~and signal vndicative of the pressure
desired in the brake pipe such that thE: microprocessor unit
issues a drive signal when the brake command signal indicates
service application of brakes of the train is required and an
actuating signal when t::he brake command signal indicates an
emergency application c~f the brakes is required; (c) a valve
device disposed ire the end-of-trairn unit, the valve device
defining an elongated x_~ore, a primary supply passage, a branch
supply passage ancan e:~xhaust pass~rge, the primary and the
branch passages being :.rl communical:ion with the brake pipe and
all of the passaaes be ~ ng = n commur.icat: i ~;n with the elongated
bore, the val,~e device in~~~uding a rr,ot~~r drive means, a
pneumatic drive rr~.eans and an elongated valve body for moving
reciprocating:Ly wythin the elongated bore according to the
operation of either or both of the motor drive means and the
pneumatic drive means, the elongated valve body featuring (i;
a first valve that. where opened allows at least partial
communication between t::he primary and the exhaust passages and
(ii) a second valve thaat: when opened allows communication
4
CA 02314717 2001-02-12
between the branch and t)!-,e exhaust passages; (d) the motor
drive means for openin~:~ the first ~ralve in response to and to
the extent di~~tated by t:l-e drive si gr.a I_; and (e) the pneumatic
drive means for fully ~opening, in response to the actuating
signal, the secon<~ val~;re and there~:>y fully open the first
valve so that the pres,:~~.are in t_ne brake pipe flows through the
valves and ver~t.s ~~~.ia the exhaust p~~vsac~e.
OBJEC:TiVES OF THE II~1VEI~l~ IOf~1
It is, therefore «ne of the primary objectives of the
l0 present invention to incorporate in the end-of-train unit an
electrically contro.lleel pneumatic valve device for exhausting
the train brake pipe p:evessure at a iocati.on :in a train consist
remote from the locomov~_ve in accordance with service, as well
as, emergency brake apl_>_icat:ion signals transmitted from the
locomotive.
Another objective of the present invention is to provide
a valve device for reducing the br<~he x>ipe pressure at a
location in a tray n Jonsist re:r~_W ~ C . :»> I =comotive which
has a relatively r~iyh ulegree cf re _ ;ak;._~~ t y and ruggedness.
A further ob_jecti;~~e of the present- invention is to
provide a valve device f=or reducing the brake pipe pressure at
a
5
CA 02314717 2000-07-17
location in a train consist remote from the locomotive which
utilizes an electric motor for a micro-controlled operation of
regulating the valve device for a service brake pipe pressure
reduction and a pneumatic system for a macro-controlled
operation of the valve device for an emergency brake pipe
pressure reduction.
Still another objective of the present invention is to
provide a valve device for reducing the brake pipe pressure at
a location in a train consist remote from the locomotive as in
the foregoing, that is suitably sized for installation in the
end-of-train unit disposed on the last car of such train
consist.
Still a further objective of the present invention is to
provide a valve device for reducing the brake pipe pressure at
a location in a train consist remote from the locomotive, as in
the foregoing, which will not cause the railcar brakes to
release in the event of a power failure.
In addition to the objectives and advantages described
above, various other objectives and advantages of the invention
will become more readily apparent to those persons who are
skilled in the railway braking art from the following more
detailed description of the invention, particularly, when such
description is taken in conjunction with the attached drawings
and with the appended claims.
6
CA 02314717 2000-07-17
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a schematic illustration of a railroad train
comprising a plurality of freight cars headed by a locomotive
capable of radio communication with an end-of-train unit on the
last car of the train;
Figure 2 is a block diagram of a microprocessor based
indirect brake cylinder pressure control system adapted for end-
of-train service as can be utilized in conjunction with the
motor-pneumatic controlled valve device of this invention; and
Figure 3 is a diagrammatic, cross-sectional view showing a
presently preferred embodiment of the motor-pneumatic controlled
valve device of this invention for carrying out the service and
emergency reduction of brake pipe pressure in accordance with
the indirect cylinder pressure control system of Figure 2.
DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION
As illustrated in Figure 1, railroad cars CN of a train are
physically coupled to a locomotive L by typical car couplers
(not shown) and are further coupled pneumatically by a brake
pipe BP that extends continuously from the locomotive L to the
last car CNZ. Associated with the last car in the train consist
is an end-of-train unit EOT that is coupled to the locomotive L
via radio communication.
The last car CNL of the train consist is further provided
with a brake control valve device CV, as are all of the other
cars CN. Hrake control valve devices CV are preferably an
A.A.R. standard AB type control valve, such as an AHD, ABDW or
7
CA 02314717 2000-07-17
ABDX valve manufactured by Westinghouse Air Brake Co. As is
well known in the railroad art, these car control valve
devices CV operate to control the car brakes in response to
variations of the train brake pipe pressure at the respective
cars.
Referring now to Figure 2, the end-of-train unit EOT
includes a microprocessor unit MPU. The microprocessor unit MPU
is provided with a feedback signal from pressure sensor PS
indicative of brake pipe pressure and, also, a brake command
signal 9 via radio transmission from the locomotive that
operates the brake pipe pressure valve device 100 which is the
subject of this invention. Generally stated, the brake command
signal 9 takes the form of either a service brake command signal
or an emergency brake command signal.
The microprocessor unit MPU is programmed to compare the
existing brake pipe pressure as represented by the signal from
the pressure transducer PS to a given target pressure. This
given target pressure is supplied to the microprocessor unit MPU
as the brake command signal 9 transmitted via radio transmission
from the locomotive. Through this signal, the locomotive may
command either a full reduction in brake pipe pressure to make
an emergency application of the brakes or something less than a
full reduction in brake pipe pressure so as to make a service
application ..of the brakes. The extent of the service brake
application can, of course, be conveyed in the brake command
signal.
8
CA 02314717 2000-07-17
Pursuant to such operation, the microprocessor unit MPU
will, in response to the service brake command signal, activate
a motor drive means 12 to the extent necessary to achieve a
requisite brake pipe pressure reduction via valve 20.
Additionally, such microprocessor unit MPU will, in response to
the emergency brake command signal, open a solenoid operated
valve 56 and thereby fully exhaust the brake pipe pressure via
emergency valve 22.
Each car CN, including the last car CNL, has its control
valve CV connected to brake pipe BP via a branch pipe 10. The
control valve CV on each car is associated with an auxiliary
reservoir AR and an emergency reservoir ER that are charged via
brake pipe BP and provide a source of compressed air for
operating the car brake cylinder device BC in response to
service and emergency rates of reduction in the brake pipe
pressure.
The control valve device CV operates in response to
increasing brake pipe pressure to charge both the auxiliary
reservoir AR and the emergency reservoir ER to the operating
pressure of such brake pipe BP, while concurrently venting the
brake cylinder device BC disposed on the car. Such operation is
well-known to those skilled in the railway braking art, being
known as "release and charging", and thus requires no further
explanation ...
In accordance with the embodiment illustrated in Figure 3,
the valve device 100, in the presently preferred embodiment of
9
CA 02314717 2000-07-17
this invention, comprises a valve housing 30 with an elongated
valve body 32 reciprocatingly disposed within an elongated bore
34 centrally disposed within valve housing 30. A primary air
supply passage 36, disposed in an upper portion of the elongated
bore 34, extends into a receiving chamber 40. Such primary air
supply passage 36 is connected to the brake pipe BP via branch
pipe 38. Accordingly, receiving chamber 40 is normally charged
with compressed air at brake pipe pressure.
A branch supply passage 42 extends from the primary air
supply passage 36 to similarly maintain chambers 44 and 46
charged with compressed air at the brake pipe pressure. As is
clearly illustrated, the chamber 46 is separated from the
chamber 48 by a diaphragm 50, while a small bypass passageway 52
(about 1/16 inch diameter) is provided to generally equalize the
air pressure within the two chambers 46 and 48.
A significantly larger emergency exhaust passageway 54
extends from chamber 48 with a solenoid-operated, spring
returned, exhaust valve 56 connected to the exit end thereof.
In normal operation, i.e., in the absence of an emergency brake
application, such emergency exhaust valve 56 is in a closed
position, as is necessary to maintain"the brake pipe pressure
within each of the respective chambers 44, 46 and 48.
As is further shown, the diaphragm 50 is attached to a
valve stem 5.8, which extends from the elongated valve body 32,
such that collapse of diaphragm 50 into the chamber 48 will
CA 02314717 2000-07-17
cause such valve stem 58, and accordingly the entire valve body
32 to be pulled in a downward direction as viewed in Figure 3.
With further regard to elongated valve body 32, a
cylindrical upper end portion 60 thereof is slidably disposed
within a cylindrical sleeve 62 which forms a part of the bore
34. In this manner, such cylindrical upper end portion 60 of
the valve body 32 is adapted for reciprocating motion within
such cylindrical sleeve 62. A receiving chamber 40, also
forming a part of the bore 34, is provided below the cylindrical
sleeve 62. The receiving chamber 40 serves as a terminus
portion of the primary air supply passage 36. An 0-ring seal 66
is, preferably, provided on the cylindrical upper end portion 60
to prevent escape of brake pipe pressure from the receiving
chamber 40.
A conical shaped valve 20 is provided below such receiving
chamber 40 which is intended to exhaust brake pipe pressure from
the receiving chamber 40 for purposes of making a service brake
application. As can be clearly seen in the drawing, such
conical shaped valve 20 comprises a male conical valve head
portion 70 circumferentially disposed on the elongated 'valve
body 32 and is adapted to seat within a female conical valve
seat 72 which also forms a part of the bore 34.
There is an O-ring seal 74 provided on such conical valve
head portion 70 to prevent escape of such brake pipe pressure
from the receiving chamber 40 when valve 20 is intended to be
closed. An exit chamber 76 is provided below the valve 20 into
11
CA 02314717 2000-07-17
which conical valve head portion 70 recedes when the valve 20 is
opened. Such exit chamber 76 is in communication with an
exhaust passage 78. Accordingly, when such conical valve 20 is
even partially opened, air pressure within the receiving chamber
40 will pass into such exit chamber 76 and further pass from the
valve device 100 via the exhaust passage 78.
A reciprocatible piston-like element 80, forming a part of
such elongated valve body 32, is provided below the exhaust
passage 78. Such piston-like element 80 is adapted for
reciprocating motion within a cylindrical portion 82 which forms
a part of the bore 34. Here again, an O-ring seal 84 is,
preferably, provided on such piston-like element 80 to prevent
escape of brake pipe pressure from such emergency exhaust
chamber 44 which is disposed below the cylindrical portion 82.
A compression spring 86 is compressively disposed between
the underside of such piston-like element 80 and a flange 88
located at the base of such bore 34. Such compression spring 86
is further disposed to encircle valve stem 58 and serves to bias
such valve body 32 in an upwardly direction as viewed in the
drawing.
The combination of such piston-like element 80, the
cylindrical portion 82 and the emergency exhaust chamber 44
serve to form a second valve, namely, the emergency exhaust
valve 22, which is opened when piston-like element 80 moves
downwardly sufficient to clear the lower edge of cylindrical
12
CA 02314717 2000-07-17
portion 82 to expose such exhaust chamber 44 to the exhaust
passage 78.
A motor drive means 12, containing a small electric motor
90, a gear drive assembly 92 and a gear driven element 94 is
provided on the top portion of the valve housing 30. Activation
of such electric motor 90 will, through gear drive assembly 92,
cause the gear driven element 94 to be driven downward against
the top of the cylindrical member 60, which forms a part of such
elongated valve body 32. Accordingly, proper activation of such
electric motor 90 in one direction will cause such valve body 32
to move in a downwardly direction, while activation of the
electric motor 90 in the other direction will permit the valve
body 32 to be returned in an upwardly direction by virtue of
such compression spring 86.
Pursuant to a normal operation, the brake pipe BP will be
charged to the train operating pressure by movement of the
locomotive brake valve handle (not shown) to a release position
in a manner which is well known in the railroad industry. The
branch pipe 10 conducts compressed air from such brake pipe BP
to each control device CV on each car CN thereby charging each
auxiliary reservoir AR and each emergency reservoir ER and
exhausting any compressed air in each brake cylinder HC.
Concurrently with the charging of the brake pipe BP, there
is a corresponding radio signal transmitted to the EOT disposed
on the last car CNZ. Microprocessor MPU operates in response to
this radio signal to move the electric motor 90 to its valve
13
CA 02314717 2000-07-17
closing position and to close the emergency solenoid valve 56.
With electric motor 90 returned to its valve closing position,
the compression spring 86 will then force the valve body 32
upward thereby closing the valves 20 and 22.
When it is desired to make a service brake application,
following charging of the brake pipe, the locomotive brake valve
(not shown) is set in a position to achieve a reduction of the
brake pipe air pressure. The degree of such brake pipe air
pressure reduction corresponds to the degree of service brake
application desired. This reduction of such brake pipe air
pressure constitutes a pneumatic signal that is propagated
through the train consist from front to rear via the brake pipe
BP. Concurrently, according to a presently preferred embodiment
of this invention, a service brake command signal is transmitted
via radio from the locomotive to the end-of-train unit EOT which
corresponds to the reduced locomotive brake pipe air pressure.
Microprocessor unit MPU operates in response to this radio
signal to energize the electric motor 90 via a corresponding
drive signal. Through the drive signal, the microprocessor unit
MPU drives electric motor 90 to the extent necessary to open the
valve 20 and thereby reduce the brake pipe air pressure to the
target pressure, namely, the reduced locomotive brake pipe air
pressure. When this target brake pipe air pressure is achieved,
the microprocessor unit MPU then causes the electric motor 90 to
be activated in the reverse rotation, thereby withdrawing the
gear driven element 92 from the end of the valve body 32 which
14
CA 02314717 2000-07-17
will permit the compression spring 86 to at least partially
close the valve 20 and thereby maintain the target brake pipe
air pressure within such brake pipe BP.
It should be apparent that the motor driven control will
essentially permit rather fine, micro adjustment of the valve
20. In the presently preferred embodiment of the invention,
such microprocessor unit MPU should be programmed to, in
essence, instantly commence opening of such valve 20 on demand
and at a relatively high RPM of electric motor 90. However, as
the air pressure within the brake pipe approaches the target
pressure, the speed of the electric motor 90 can be reduced in
order to exactingly control the desired end point.
Likewise, when an emergency brake application is desired,
the microprocessor unit MPU receives the appropriate radio
signal from the locomotive and, in this case, the microprocessor
unit MPU will energize the solenoid operated exhaust valve 56
via a corresponding actuating signal. When the solenoid valve
56 receives this signal, solenoid valve 56 energizes thereby
quickly opening the valve 22. The compressed air within chamber
48 exhausts via the emergency exhaust passageway 54. With the
compressed air in chamber 48 fully and quickly exhausted, the
pressure differential on opposite sides of diaphragm 50 will
cause the diaphragm 50 to collapse downward into chamber 48.
This not only opens emergency valve 22, but also fully opens
valve 20.
CA 02314717 2000-07-17
Specifically, by moving the valve body 32 downward to the
maximum extent, such piston-like element 80 is caused to move
below the cylindrical portion 82. This permits the pressurized
air present in chamber 44 to be quickly exhausted via exit
chamber 76 and exit passage 78. At the same time, of course,
the valve 20 is opened to its maximum extent.
While it may be observed that the chambers 46 and 48 are
interconnected by the bypass passageway 52, it was noted above
that such bypass passageway 52 should be rather small
(approximately 1/16 inch diameter or less). The reason for the
small diameter passageway 52 is that when such chamber 48 is
exhausted for purposes of an emergency brake application, the
air pressure in chamber 46 should not also be exhausted
therewith, but rather this air pressure must be at least
momentarily maintained for purposes of opening the valve 22, as
described above.
Nevertheless, the air pressure within such chamber 46 will
in time be exhausted concurrently with exhaustion of the air
pressure within chamber 44, so that the air pressure existing on
either side of such diaphragm 50 will be rather quickly
equalized, thereby permitting the compression spring 86 to
return the valve body 32 to its uppermost position, thereby
effectively closing both of the valves 20 and 22. At this point
in time, however, essentially all of the brake pipe air pressure
will be exhausted and the emergency brake application continued
16
CA 02314717 2000-07-17
until the brake pipe air pressure is recharged, as above
described.
As should be apparent from the above detailed description,
a number of modifications and other embodiments could be
incorporated without departing from the spirit of the invention.
For example, a number of differing pneumatic emergency valve
controls could be devised. Therefore, while the detailed
description presented above represents the presently preferred
embodiment of the valve and valve control arrangement, it should
be apparent that a great number of changes could be incorporated
and varied embodiments could be devised by those persons who are
particularly skilled in the railway braking art without
departing from the scope of the appended claims.
17
