Fluid-pressure and analogous brake systems – Multiple fluid-receiving devices – Multiple motors
Reexamination Certificate
1999-02-17
2001-04-10
Graham, Matthew C. (Department: 3613)
Fluid-pressure and analogous brake systems
Multiple fluid-receiving devices
Multiple motors
C303S015000
Reexamination Certificate
active
06213565
ABSTRACT:
BACKGROUND
The present invention relates generally to electronically controlled freight train brakes and, more particularly, to the use of microprocessor controlled electronic valves to perform all brake pipe signal interpretation and relay functions and all brake cylinder pressure application and release functions of conventional pneumatic freight brake control valves.
The present invention contemplates using microprocessor controlled electronic valves, such as solenoid valves, to perform the brake pipe signal interpretation and relay functions as well as the brake cylinder pressure application and release functions of conventional pneumatic freight brake control valves, such as ABD, ABDW or ABDX.
Generally, the concept of electronic emulation of pneumatic control valves has been openly discussed by those of skill in the art and other interested persons at public meetings on electronic brakes sponsored by the Association of American Railroads.
Using electronic transducers to measure brake pipe and brake cylinder pressures, a microprocessor on cars within a train can monitor changes in the trainline brake pipe pressure and respond to such pressure changes by controlling valves which supply or exhaust brake pipe pressure to reinforce the pressure changes and by controlling valves which supply or exhaust brake cylinder pressure in proper accord with increases and decreases in the brake pipe pressure. The basic concept is to duplicate electronically the primary functions performed by conventional pneumatic control valves, including brake cylinder pressure control and brake pipe signal reinforcement for both quick service and accelerated release. With such emulation capability, cars equipped with Electronically Controlled Pneumatic (ECP) brakes, having an on-board electrical power supply or storage device, could be operated either in trains with electrically controlled brakes or in trains operated with pneumatic brakes. Such valves could, in theory, be freely intermixed with pneumatically equipped cars in any train and operated using standard pneumatic control signals.
SUMMARY
An electro-pneumatic brake control valve capable of performing electronic emulation is provided wherein electrically controlled valves, such as solenoid valves, perform similar operations to operations carried out by conventional pneumatic control valves. In such an electro-pneumatic control valve, multiple electronic valves, preferably five, can be used for providing the desired functions performed by the standard pneumatic control valve. These multiple electronic valves can include a first brake cylinder supply valve for selectively connecting emergency reservoir to brake cylinder and a second brake cylinder supply valve for connecting auxiliary reservoir to brake cylinder. A brake cylinder exhaust valve can be provided to reduce or release the brakes by selectively exhausting the brake cylinder to the atmosphere. Also, a quick service valve can be employed to exhaust the brake pipe to the atmosphere in a controlled rate and amount to assist the propagation of a quick service application through each car in the train when operating in an emulation mode. An accelerated release valve can also be provided to connect emergency reservoir to brake pipe to assist in restoring brake pipe pressure and in propagating a direct release of the brakes through each car in the train. In addition to the electronic valves, the electro-pneumatic control valve can include a microprocessor for signal and command interpretation and valve control, and several electronic pressure sensors to measure brake pipe pressure and brake cylinder pressure for signal and control purposes. As installed on the individual rail cars, the electro-pneumatic control valve can simply bolt onto the pipe bracket portion of a conventional pneumatic control valve in place the service portion and can operate in conjunction with standard freight car auxiliary and emergency reservoirs and brake cylinders, as well as with a pneumatic emergency brake pipe venting device. The brake pipe venting device can be a pneumatic emergency portion or a vent valve.
Other details, objects, and advantages of the invention will become apparent from the following detailed description and the accompanying drawing figures of certain embodiments thereof.
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Graham Matthew C.
Ingersoll, P.C. Buchanan
Siconolfi Robert A.
Westinghouse Air Brake Technologies Corporation
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