U.S. patent application number 15/691173 was filed with the patent office on 2019-02-28 for automatic brake control valve test unit for railway vehicle.
The applicant listed for this patent is Westinghouse Air Brake Technologies Corporation. Invention is credited to Michael S. Plechey, Gary M. Sich, Jeffrey B. Skweres.
Application Number | 20190061730 15/691173 |
Document ID | / |
Family ID | 65410858 |
Filed Date | 2019-02-28 |
View All Diagrams
United States Patent
Application |
20190061730 |
Kind Code |
A1 |
Skweres; Jeffrey B. ; et
al. |
February 28, 2019 |
AUTOMATIC BRAKE CONTROL VALVE TEST UNIT FOR RAILWAY VEHICLE
Abstract
An automatic single-car test device for a distributor valve of a
railway vehicle includes an air supply source, an adapter having a
working chamber fitting, a valve chamber fitting, a reservoir
fitting, a brake cylinder fitting, and a brake pipe fitting, an
operating portion in fluid communication with the air supply source
and the adapter, where the operating portion is configured to
measure pressure within the working chamber fitting, the valve
chamber fitting, the reservoir fitting, the brake cylinder fitting,
and the brake pipe fitting and generate an electrical signal
representing the respective pressure with the fittings. The test
device further including a processing portion having a
microprocessor, an input/output device, and a power supply. The
processing portion configured to manipulate pressure within the
working chamber passage, the valve chamber passage, the reservoir
passage, the brake cylinder passage, and the brake pipe passage of
the distributor valve via the adapter.
Inventors: |
Skweres; Jeffrey B.;
(McKeesport, PA) ; Plechey; Michael S.;
(Jeannette, PA) ; Sich; Gary M.; (Irwin,
PA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Westinghouse Air Brake Technologies Corporation |
Wilmerding |
PA |
US |
|
|
Family ID: |
65410858 |
Appl. No.: |
15/691173 |
Filed: |
August 30, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60T 2270/406 20130101;
B60T 17/228 20130101; B60T 15/36 20130101; B60T 17/04 20130101;
B60T 13/665 20130101 |
International
Class: |
B60T 17/22 20060101
B60T017/22; B60T 17/04 20060101 B60T017/04; B60T 15/36 20060101
B60T015/36 |
Claims
1. An automatic single-car test device for a distributor valve of a
railway vehicle, the distributor valve having a working chamber
passage in fluid communication with a working chamber, a valve
chamber passage in fluid communication with a valve chamber, a
reservoir passage in fluid communication with a reservoir, a brake
cylinder passage in fluid communication with a brake cylinder, and
a brake pipe passage in fluid communication with a brake pipe, the
test device comprising: an air supply source; an adapter having a
working chamber fitting, a valve chamber fitting, a reservoir
fitting, a brake cylinder fitting, and a brake pipe fitting; an
operating portion in fluid communication with the air supply source
and the adapter, the operating portion configured to measure
pressure within the working chamber fitting, the valve chamber
fitting, the reservoir fitting, the brake cylinder fitting, and the
brake pipe fitting and generate an electrical signal representing
the respective pressure within the working chamber fitting, the
valve chamber fitting, the reservoir fitting, the brake cylinder
fitting, and the brake pipe fitting; and a processing portion
having a microprocessor, an input/output device, and a power
supply, the processing portion electrically connected to the
operating portion and configured to a) manipulate pressure within
the working chamber passage, the valve chamber passage, the
reservoir passage, the brake cylinder passage, and the brake pipe
passage of the distributor valve via the adapter, b) store pressure
values of the working chamber passage, the valve chamber passage,
the reservoir passage, the brake cylinder passage, and the brake
pipe passage obtained from the operating portion, and c) calculate
and store differences between measured pressure valves and elapsed
time for each measurement.
2. The test device of claim 1, wherein the working chamber fitting,
the valve chamber fitting, the reservoir fitting, the brake
cylinder fitting, and the brake pipe fitting are each connected to
the operating portion via a pneumatic line.
3. The test device of claim 1, wherein the air supply source
comprises an air compressor, the air supply source connected to the
operating portion via a pneumatic line.
4. The test device of claim 1, wherein the input/out device is
configured to operate the microprocessor to conduct a test of the
distributor valve and to output test results.
5. The test device of claim 1, wherein the processing portion is
connected to the operating portion via an electrical
connection.
6. The test device of claim 1, wherein the adapter is configured to
mate with an access interface on a pipe bracket of the distributor
valve.
7. The test device of claim 1, wherein the adapter is configured to
mate with an access interface plate disposed between a pipe bracket
and a main portion.
8. A method for testing a distributor valve of a railway vehicle,
the distributor valve having a working chamber passage in fluid
communication with a working chamber, a valve chamber passage in
fluid communication with a valve chamber, a reservoir passage in
fluid communication with a reservoir, a brake cylinder passage in
fluid communication with a brake cylinder, and a brake pipe passage
in fluid communication with a brake pipe, the method comprising:
accessing the working chamber passage, the valve chamber passage,
the reservoir passage, the brake cylinder passage, and the brake
pipe passage of the distributor valve using an adapter having a
working chamber fitting, a valve chamber fitting, a reservoir
fitting, a brake cylinder fitting, and a brake pipe fitting;
providing an air supply source; selectively charging and
discharging at least one of the working chamber passage, the valve
chamber passage, the reservoir passage, the brake cylinder passage,
and the brake pipe passage of the distributor valve via the air
supply source; selectively providing fluid communication between
the working chamber passage, the valve chamber passage, the
reservoir passage, the brake cylinder passage, and the brake pipe
passage of the distributor valve; measuring and storing pressure
values of the working chamber passage, the valve chamber passage,
the reservoir passage, the brake cylinder passage, and the brake
pipe passage of the distributor valve; calculating and storing
differences between measured pressure values and elapsed time for
each measurement; and measuring and storing a rate of change of
pressures values in the working chamber passage, the valve chamber
passage, the reservoir passage, the brake cylinder passage, and the
brake pipe passage of the distributor valve.
9. The method of claim 8, further comprising: measuring and storing
first elapsed times for a predetermined value of pressure to be
reached in selected ones of the working chamber passage, the valve
chamber passage, the reservoir passage, the brake cylinder passage,
and the brake pipe passage of the distributor valve beginning from
a predetermined event; and measuring and storing second elapsed
times from a predetermined event to a change in the rate of change
of selected pressures in the working chamber passage, the valve
chamber passage, the reservoir passage, the brake cylinder passage,
and the brake pipe passage of the distributor valve.
10. The method of claim 8, wherein the working chamber passage, the
valve chamber passage, the reservoir passage, the brake cylinder
passage, and the brake pipe passage of the distributor valve are
accessed by the adapter via an access interface on a pipe bracket
of the distributor valve.
11. The method of claim 8, wherein the working chamber passage, the
valve chamber passage, the reservoir passage, the brake cylinder
passage, and the brake pipe passage of the distributor valve are
accessed by the adapter via an access interface plate disposed
between a pipe bracket and a main portion.
12. The method of claim 8, wherein the pressure values, differences
between measured pressure values, and rate of change of pressure
values are outputted via an input/output device.
Description
BACKGROUND OF THE INVENTION
Field of the Invention
[0001] The present invention relates generally to a distributor
valve for a brake control system of a railway vehicle. In
particular, the present invention relates an automatic brake
control valve test unit for a distributor valve of a railway
vehicle.
Description of Related Art
[0002] Railway vehicles in Russia utilize brake control systems
incorporating a distributor valve having a pipe bracket (or
chamber), a main portion, and a main line portion. The brake
control system utilizes five different operating pressures for
proper operation of the entire distributor valve unit. These five
operating pressures are working chamber, valve chamber, brake pipe,
reservoir, and brake cylinder. Currently, there are mainly three
models of distributor valves in use in brake control systems of all
Russian freight railway vehicles: the 483A-03, the 483A-05, and the
KAB60-01.
[0003] Current Russian standards for testing the efficacy of the
brake control system and the distributor valve only require that a
manual single car test be performed on a freight car when a new OEM
distributor valve is mounted to a freight car or when the complete
distributor valve unit is replaced with a complete re-conditioned
valve unit. The testing is performed using a manually controlled
testing device that only accesses the brake pipe pressure and
manually monitors both the brake pipe and brake cylinder pressures
with analog gauges to check for proper operation of the distributor
valve. The distributor valve is not provided with any means or
mechanism for accessing all five of the operational pressures of
the distributor valve while the distributor valve is in use.
Testing cannot be performed automatically and cannot be performed
during the service life of the distributor valve. The inability to
provide a single car test of the distributor valve during its
service life significantly increases the risk of improper
distributor valve functionality going unnoticed while the
distributor valve is in use.
[0004] In the United States, solutions exist for accessing the
operational pressures of the control valve for a brake control
system of a railway freight vehicle. For instance, U.S. Pat. No.
5,480,218 to Hart et al. describes a control valve, such as the AB,
ABDW, DB-60, or ABDX models, having an integrally formed access
plate on the pipe bracket portion for accessing the operational
pressures of the control valve: brake pipe, brake cylinder,
emergency reservoir, auxiliary reservoir, and, optionally, the
quick action chamber. A testing device for automatically and
regularly testing the operational pressures of the control valve is
also described in U.S. Pat. No. 5,509,727. U.S. Pat. Nos. 5,480,218
and 5,509,727 are hereby incorporated by reference as if set forth
herein in their entirety.
[0005] U.S. Pat. No. 5,451,099 to Hart et al. describes a pressure
access plate that can be mounted between the pipe bracket portion
and the emergency portion or the service portion of the control
valve for a brake control system of a railway freight vehicle. The
access plate includes a face having ports in communication with
integrally formed segregated chambers that communicate the passages
of the pipe bracket portion with corresponding passages of the
emergency portion or the service portion. The access plate allows
for access to the operation pressures of the control valve: brake
pipe, brake cylinder, emergency reservoir, auxiliary reservoir,
and, optionally, the quick action chamber. The access plate allows
for existing control valves, such as the ABD, ABDW, DB-60, and the
ABDX models, to be retrofitted to provide the capability of regular
and automatic testing. A testing device for automatically and
regularly testing the operation pressures of the above-mentioned
control valves is also described. U.S. Pat. No. 5,451,099 is hereby
incorporated by reference as if set forth herein in its
entirety.
SUMMARY OF THE INVENTION
[0006] According to one aspect of the present invention, an
automatic single-car test device for a distributor valve of a
railway vehicle, with the distributor valve having a working
chamber passage in fluid communication with a working chamber, a
valve chamber passage in fluid communication with a valve chamber,
a reservoir passage in fluid communication with a reservoir, a
brake cylinder passage in fluid communication with a brake
cylinder, and a brake pipe passage in fluid communication with a
brake pipe, the test device including an air supply source, an
adapter having a working chamber fitting, a valve chamber fitting,
a reservoir fitting, a brake cylinder fitting, and a brake pipe
fitting, and an operating portion in fluid communication with the
air supply source and the adapter. The operating portion is
configured to measure pressure within the working chamber fitting,
the valve chamber fitting, the reservoir fitting, the brake
cylinder fitting, and the brake pipe fitting and generate an
electrical signal representing the respective pressure with the
working chamber fitting, the valve chamber fitting, the reservoir
fitting, the brake cylinder fitting, and the brake pipe fitting.
The device further includes a processing portion having a
microprocessor, an input/output device, and a power supply. The
processing portion is electrically connected to the operating
portion and configured to a) manipulate pressure within the working
chamber passage, the valve chamber passage, the reservoir passage,
the brake cylinder passage, and the brake pipe passage of the
distributor valve via the adapter, b) store pressure values of the
working chamber passage, the valve chamber passage, the reservoir
passage, the brake cylinder passage, and the brake pipe passage
obtained from the operating portion, and c) calculate and store
differences between measured pressure valves and elapsed time for
each measurement.
[0007] The working chamber fitting, the valve chamber fitting, the
reservoir fitting, the brake cylinder fitting, and the brake pipe
fitting may each be connected to the operating portion via a
pneumatic line. The air supply source may be an air compressor,
with the air supply source connected to the operating portion via a
pneumatic line. The input/output device may be configured to
operate the microprocessor to conduct a test of the distributor
valve and to output test results. The processing portion may be
connected to the operating portion via an electrical connection.
The adapter may be configured to mate with an access interface on a
pipe bracket of the distributor valve. The adapter may also be
configured to mate with an access interface plate disposed between
a pipe bracket and a main portion.
[0008] In a further aspect, a method for testing a distributor
valve of a railway vehicle, with the distributor valve having a
working chamber passage in fluid communication with a working
chamber, a valve chamber passage in fluid communication with a
valve chamber, a reservoir passage in fluid communication with a
reservoir, a brake cylinder passage in fluid communication with a
brake cylinder, and a brake pipe passage in fluid communication
with a brake pipe, includes: accessing the working chamber passage,
the valve chamber passage, the reservoir passage, the brake
cylinder passage, and the brake pipe passage of the distributor
valve using an adapter having a working chamber fitting, a valve
chamber fitting, a reservoir fitting, a brake cylinder fitting, and
a brake pipe fitting; providing an air supply source; selectively
charging and discharging at least one of the valve chamber passage,
the reservoir passage, the brake cylinder passage, and the brake
pipe passage of the distributor valve via the air supply source;
selectively providing fluid communication between the working
chamber passage, the valve chamber passage, the reservoir passage,
the brake cylinder passage, and the brake pipe passage of the
distributor valve; measuring and storing pressure values of the
working chamber passage, the valve chamber passage, the reservoir
passage, the brake cylinder passage, and the brake pipe passage of
the distributor valve; calculating and storing differences between
measured pressure values and elapsed time for each measurement; and
measuring and storing a rate of change of pressures values in the
working chamber passage, the valve chamber passage, the reservoir
passage, the brake cylinder passage, and the brake pipe passage of
the distributor valve.
[0009] The method may further include measuring and storing first
elapsed times for a predetermined value of pressure to be reached
in selected ones of the working chamber passage, the valve chamber
passage, the reservoir passage, the brake cylinder passage, and the
brake pipe passage of the distributor valve beginning from a
predetermined event, and measuring and storing second elapsed times
from a predetermined event to a change in the rate of change of
selected pressures in the working chamber passage, the valve
chamber passage, the reservoir passage, the brake cylinder passage,
and the brake pipe passage of the distributor valve. The working
chamber passage, the valve chamber passage, the reservoir passage,
the brake cylinder passage, and the brake pipe passage of the
distributor valve may be accessed by the adapter via an access
interface on a pipe bracket of the distributor valve or via access
interface plate disposed between a pipe bracket and a main
portion.
[0010] The pressure values, differences between measured pressure
values, and rate of change of pressure values may be outputted via
an input/output device.
[0011] Further embodiments or aspects will now be described in the
following numbered clauses.
[0012] Clause 1: An automatic single-car test device for a
distributor valve of a railway vehicle, the distributor valve
having a working chamber passage in fluid communication with a
working chamber, a valve chamber passage in fluid communication
with a valve chamber, a reservoir passage in fluid communication
with a reservoir, a brake cylinder passage in fluid communication
with a brake cylinder, and a brake pipe passage in fluid
communication with a brake pipe, the test device comprising: an air
supply source; an adapter having a working chamber fitting, a valve
chamber fitting, a reservoir fitting, a brake cylinder fitting, and
a brake pipe fitting; an operating portion in fluid communication
with the air supply source and the adapter, the operating portion
configured to measure pressure within the working chamber fitting,
the valve chamber fitting, the reservoir fitting, the brake
cylinder fitting, and the brake pipe fitting and generate an
electrical signal representing the respective pressure within the
working chamber fitting, the valve chamber fitting, the reservoir
fitting, the brake cylinder fitting, and the brake pipe fitting;
and a processing portion having a microprocessor, an input/output
device, and a power supply, the processing portion electrically
connected to the operating portion and configured to a) manipulate
pressure within the working chamber passage, the valve chamber
passage, the reservoir passage, the brake cylinder passage, and the
brake pipe passage of the distributor valve via the adapter, b)
store pressure values of the working chamber passage, the valve
chamber passage, the reservoir passage, the brake cylinder passage,
and the brake pipe passage obtained from the operating portion, and
c) calculate and store differences between measured pressure valves
and elapsed time for each measurement.
[0013] Clause 2: The test device of clause 1, wherein the working
chamber fitting, the valve chamber fitting, the reservoir fitting,
the brake cylinder fitting, and the brake pipe fitting are each
connected to the operating portion via a pneumatic line.
[0014] Clause 3: The test device of clauses 1 or 2, wherein the air
supply source comprises an air compressor, the air supply source
connected to the operating portion via a pneumatic line.
[0015] Clause 4: The test device of clauses 1-3, wherein the
input/out device is configured to operate the microprocessor to
conduct a test of the distributor valve and to output test
results.
[0016] Clause 5: The test device of clauses 1-4, wherein the
processing portion is connected to the operating portion via an
electrical connection.
[0017] Clause 6: The test device of clauses 1-5, wherein the
adapter is configured to mate with an access interface on a pipe
bracket of the distributor valve.
[0018] Clause 7: The test device of clauses 1-5, wherein the
adapter is configured to mate with an access interface plate
disposed between a pipe bracket and a main portion.
[0019] Clause 8: A method for testing a distributor valve of a
railway vehicle, the distributor valve having a working chamber
passage in fluid communication with a working chamber, a valve
chamber passage in fluid communication with a valve chamber, a
reservoir passage in fluid communication with a reservoir, a brake
cylinder passage in fluid communication with a brake cylinder, and
a brake pipe passage in fluid communication with a brake pipe, the
method comprising: accessing the working chamber passage, the valve
chamber passage, the reservoir passage, the brake cylinder passage,
and the brake pipe passage of the distributor valve using an
adapter having a working chamber fitting, a valve chamber fitting,
a reservoir fitting, a brake cylinder fitting, and a brake pipe
fitting; providing an air supply source; selectively charging and
discharging at least one of the working chamber passage, the valve
chamber passage, the reservoir passage, the brake cylinder passage,
and the brake pipe passage of the distributor valve via the air
supply source; selectively providing fluid communication between
the working chamber passage, the valve chamber passage, the
reservoir passage, the brake cylinder passage, and the brake pipe
passage of the distributor valve; measuring and storing pressure
values of the working chamber passage, the valve chamber passage,
the reservoir passage, the brake cylinder passage, and the brake
pipe passage of the distributor valve; calculating and storing
differences between measured pressure values and elapsed time for
each measurement; and measuring and storing a rate of change of
pressures values in the working chamber passage, the valve chamber
passage, the reservoir passage, the brake cylinder passage, and the
brake pipe passage of the distributor valve.
[0020] Clause 9: The method of clause 8, further comprising:
measuring and storing first elapsed times for a predetermined value
of pressure to be reached in selected ones of the working chamber
passage, the valve chamber passage, the reservoir passage, the
brake cylinder passage, and the brake pipe passage of the
distributor valve beginning from a predetermined event; and
measuring and storing second elapsed times from a predetermined
event to a change in the rate of change of selected pressures in
the working chamber passage, the valve chamber passage, the
reservoir passage, the brake cylinder passage, and the brake pipe
passage of the distributor valve.
[0021] Clause 10: The method of clause 8 or 9, wherein the working
chamber passage, the valve chamber passage, the reservoir passage,
the brake cylinder passage, and the brake pipe passage of the
distributor valve are accessed by the adapter via an access
interface on a pipe bracket of the distributor valve.
[0022] Clause 11: The method of clause 8 or 9, wherein the working
chamber passage, the valve chamber passage, the reservoir passage,
the brake cylinder passage, and the brake pipe passage of the
distributor valve are accessed by the adapter via an access
interface plate disposed between a pipe bracket and a main
portion.
[0023] Clause 12: The method of clauses 8-11, wherein the pressure
values, differences between measured pressure values, and rate of
change of pressure values are outputted via an input/output
device.
[0024] These and other features and characteristics of the present
invention, as well as the methods of operation and functions of the
related elements of structures, and the combination of parts and
economies of manufacture will become more apparent upon
consideration of the following description and with reference to
the accompanying drawings, all of which form a part of this
specification, wherein like reference numerals designate
corresponding parts in the various figures. It is to be expressly
understood, however, that the drawings are for the purpose of
illustration and description only, and are not intended as a
definition of the limits of the invention. As used in the
specification and the claims, the singular form of "a", "an", and
"the" include plural referents unless the context clearly dictates
otherwise.
BRIEF DESCRIPTION OF THE DRAWINGS
[0025] FIG. 1 depicts a diagrammatic view of a current Russian
Model 483A-03 distributor valve;
[0026] FIG. 2 depicts two side views of current Russian pipe
bracket (295M.001 or 295M.002) of the Russian distributor
valve;
[0027] FIG. 3 depicts a distributor valve incorporating a pressure
access plate in accordance with an aspect or example of the present
disclosure;
[0028] FIG. 4 depicts a perspective view of the pressure access
plate of FIG. 3;
[0029] FIG. 5 depicts a cross-sectional view of the pressure access
plate of FIG. 3;
[0030] FIG. 6 depicts a front view of a distributor valve pipe
bracket having an integral port interface in accordance with an
example of the present disclosure;
[0031] FIG. 7 depicts an enlarged view of an interface on the
distributor valve pipe bracket of FIG. 6 for mounting of the main
portion of the distributor valve on the pipe bracket in accordance
with an example of the present disclosure;
[0032] FIG. 8 depicts a bottom view of the distributor valve pipe
bracket of FIG. 6;
[0033] FIG. 9 depicts a perspective view of the distributor valve
pipe bracket of FIG. 6 illustrating the passages;
[0034] FIG. 10 depicts another perspective view of the distributor
valve pipe bracket of FIG. 6 illustrating the communication between
the integral port interface and the passages of the distributor
valve; and
[0035] FIG. 11 depicts a schematic view of a testing device for use
with the pressure access plate or the integral port interface in
accordance with an example of the present disclosure.
DETAILED DESCRIPTION OF THE INVENTION
[0036] For purposes of the description hereinafter, the terms
"end", "upper", "lower", "right", "left", "vertical", "horizontal",
"top", "bottom", "lateral", "longitudinal", and derivatives thereof
shall relate to the invention as it is oriented in the drawing
figures. However, it is to be understood that the invention may
assume various alternative variations and step sequences, except
where expressly specified to the contrary. It is also to be
understood that the specific devices and processes illustrated in
the attached drawings, and described in the following
specification, are simply exemplary embodiments or aspects of the
invention. Hence, specific dimensions and other physical
characteristics related to the embodiments or aspects disclosed
herein are not to be considered as limiting.
Current Russian Distributor Valve
[0037] With reference to FIGS. 1 and 2, a current Russian 483A-03
distributor valve 10 is shown. The distributor valve 10 includes a
pipe bracket (or chamber) 11, a main portion 12, and a main line
portion 13. The distributor valve 10 is connected to a brake pipe
14, a brake cylinder 15, and a reservoir 16 of the brake control
system and is fluid communication with the brake pipe 14, brake
cylinder 15, and the reservoir 16 to control the flow of
pressurized air to and from these components to control operations
of the brake system. The pipe bracket 11 is the central portion to
which the main and main line portions 12, 13 are mounted to create
the distributor valve 10. The pipe bracket 11, the main portion 12,
and the main line portion 13 include a plurality of passages and
chambers, which are hereinafter collectively referred to as
"passages" to develop the five different operating pressures
required for operation of the distributor valve 10 to ensure proper
pneumatic braking of a railway freight car. In particular, the
distributor valve 10 includes working chamber passages 17 for the
working chamber pressure, valve chamber passages 18 for the valve
chamber pressure, brake pipe passages 19 for the brake pipe
pressure, reservoir passages 20 for the reservoir pressure, and
brake cylinder passages 21 for the brake cylinder pressure. The
Additional Discharge Channel (ADC) passage 27 is a common integral
passage between the main line portion 13, the pipe bracket 11, and
the main portion 12 that supplies a small amount of combined brake
pipe and valve chamber pressures direct to the brake cylinder
passage 21 and a brake cylinder exhaust passage 28 on initial brake
application. As shown in FIG. 1, the passages 17, 18, 19, 20
include different symbols to illustrate the operating pressure
developed therein. These same symbols are used to identify the same
pressures throughout the drawings. The passages 21, 27 for
developing the brake cylinder pressure are blank because the
distributor valve 10 is shown in its release position, in which the
brake cylinder operational pressure is not developed.
[0038] As shown in FIG. 2, the pipe bracket 11 also includes a
freight mode switch 22 that can be manually positioned based on the
total gross rail weight of the freight car. This eccentric switch
is in contact with specific internal parts of the main portion 12.
The position of the freight mode switch (empty, medium, or loaded)
will dictate how much brake cylinder pressure will be achieved on
that particular freight car during a full service brake
application. Before `empty load` equipment was used on Russian
freight cars, having the ability to manually manipulate how much
brake cylinder pressure could be obtained during a service brake
application was important to ensure proper train handling.
[0039] It should be noted that the distributor valve 10 lacks that
ability to produce an emergency brake application, i.e., the
distributor valve 10 cannot locally vent brake pipe air pressure at
a rapid rate at each distributor valve location on every freight
car in the freight train. Therefore, during an `emergency` brake
application, all of the brake pipe air in the train's entire brake
pipe line has to be exhausted out of the locomotive's brake valve
handle, and is NOT rapidly locally vented at each distributor
valve's location on each freight car. This arrangement leads to
relatively longer times required to stop the train during an
emergency brake application as compared to freight brake control
systems commonly used in the United States. With respect to Russian
distributor valve 10, there is no increase in final brake cylinder
pressure obtained between a full service or emergency brake
application.
[0040] Brake pipe pressure is supplied to each individual Russian
freight car in the entire train through an actual hard pipe from
the train's locomotive. The compressors on the locomotive charge
the main reservoir, from which the brake pipe line through the
entire length of the train is charged. Therefore, brake pipe air is
supplied to the brake pipe hard pipe from the locomotive through
the locomotive's brake valve that is controlled by the train's
engineer. Brake pipe air then flows down the length of the brake
pipe on each freight car to pneumatically charge each freight car's
distributor valve unit.
[0041] Within the Russian distributor valve main portion, brake
pipe pressure charges the reservoir. Within the main line portion,
brake pipe pressure charges the valve chamber which then charges
the working chamber pressure. The Russian distributor valve pipe
bracket internally houses two key reference pressures, working
chamber and valve chamber. The pressure differential relationship
between these two reference pressures dictate how the Russian
distributor valve operates.
[0042] The Russian main portion is responsible for providing the
following different types of pneumatic functions: Charges the
Single Reservoir--allows the brake pipe to charge the single
reservoir; Applies Brakes--when the working chamber/valve chamber
pressure differential reaches a specific range when brake pipe air
is being exhausted at the locomotive brake valve handle, reservoir
pressure is dumped into the brake cylinder which moves the brake
shoes against the wheels at each car to provide the retardation
force locally at each car; Releases Brakes--when the working
chamber/valve chamber pressure differential reaches a specific
range, brake cylinder pressure is then vented directly to the
atmosphere thus releasing the braking force on each freight car;
Limiting Valve Function--provides a specific range of brake
cylinder pressure when brake pipe pressure is reduced at its
minimum value from its original fully charged system pressure;
Direct Action (a.k.a. brake cylinder pressure maintaining)--if a
leak is present in the brake cylinder volume/piping on the freight
car, reservoir air pressure will maintain the brake cylinder
pressure at its previous established level; and Release Valve
Function--allows for the ability to manually exhaust working
chamber pressure which then allows for the proper release of brake
cylinder pressure when the handle is manually manipulated.
[0043] The Russian pipe bracket (chamber) 11 freight mode switch
handle position (empty, medium, loaded) dictates how much final
brake cylinder pressure will be obtained during a service brake
application. Lower final brake cylinder pressures will be obtained
with the freight mode switch in the `empty` position. Maximum
stopping force will be obtained with the freight mode switch in its
`loaded` position.
[0044] The Russian main line portion is responsible for providing
the following different types of pneumatic functions: Charging
Valve Chamber and Working Chamber--allows brake pipe pressure to
charge the valve chamber which then charges working chamber
pressure; Additional Discharge of Brake Pipe Pressure--provides a
local reduction of brake pipe pressure that helps propagate the
braking signal faster through the train, which involves locally
venting brake pipe pressure at a slow rate on each distributor
valve unit in the train and results in shorter train stop
distances; Direct Release of Brake Cylinder Pressure--when this
portion's handle is in `plain` mode (flat terrain mode) and the
brakes are released on the freight car after a brake application,
brake cylinder pressure fully exhausts down to 0 PSI (i.e., direct
release of brakes occurs); Graduated Release of Brake Cylinder
Pressure--when this portion's handle is in `hilly` mode
(mountainous terrain), the amount of brake cylinder pressure
exhausted on each freight car is limited (i.e., graduated release
of BC pressure occurs) with the amount of brake cylinder pressure
that is released being solely dependent upon how much brake pipe
pressure air is increased by the engineer at the locomotive's brake
valve handle; and Over-Charge Dissipation--allows the `overcharge`
of brake pipe pressure to flow back into rhw valve chamber at a
specific rate so that the distributor valve does NOT apply the
brakes. In Russia, over-charging the brake pipe line with greater
than required system brake pipe pressure is performed to help
ensure that the brakes in the rear of the train do indeed
`release`. The `overcharging` of brake pipe pressure is required
because the current Russian distributor valve does NOT have a
service accelerated release function or an emergency accelerated
release function.
[0045] As stated earlier, the current Russian distributor valve
does NOT have an `emergency` portion. Therefore, in Russia, when an
`emergency` application is made, the final brake cylinder pressure
developed is the same regardless of whether brake pipe pressure was
reduced to 0 PSI at a `service` rate of reduction, or very rapidly,
at an `emergency` rate of reduction at the locomotive brake valve
handle.
[0046] As of today, current Russian standards only state that a
manual single car test must be performed on a Russian freight car
ONLY when a new OEM Russian distributor valve is mounted to a
Russian freight car or when the complete Russian distributor valve
unit is replaced with a complete re-conditioned distributor valve
unit. The current Russian single car test procedure utilizes a
manually controlled single car test device that only accesses brake
pipe pressure and manually monitors both brake pipe and brake
cylinder pressures with analog gauges to check for proper operation
of the Russian distributor valve unit. Using an automated single
car test device that can manipulate all five required pneumatic
pressures available in the Russian freight braking system (brake
pipe, working chamber, valve chamber, reservoir, brake cylinder)
will result in a more efficient and significantly better single car
test method for the Russian freight car. Furthermore, an automated
Russian single car test device will allow Russian freight cars to
be tested while still in `field service`. A Russian Automated
Single Car Test Device (RASCTD) can potentially lead to a paradigm
shift on how often a Russian freight car receives a single car test
to ensure proper functionality if the pneumatic Russian braking
system exists which, therefore, will lead to an overall safer
operating Russian freight fleet.
[0047] With reference to FIGS. 1 and 2, the pipe bracket 11 of the
Russian distributor valve 10 includes an interface 23 for mounting
the main portion 12 to the pipe bracket 11 and for establishing a
pneumatic interface between the passages of the pipe bracket 11 and
the main portion 12. As shown, the interface 23 includes openings
or ports for establishing pneumatic connections between the working
chamber passages 17, the valve chamber passages 18, the brake pipe
passages 19, the reservoir passages 20, the brake cylinder passages
21, and the ADC passage 27 in the pipe bracket 11 and the
corresponding passages 17, 18, 19, 20, 21, 27 in the main portion
12. The interface 23 also includes an ADC port 24 for transmitting
pressure and/or pneumatic signals between the ADC passages of the
pipe bracket 11, the main portion 12, and the main line portion 13
that do not need to be measured or tested as part of the single car
diagnostic testing of the distributor valve 10. The interface 23
also includes a plurality of mounting holes 25 that receive
fasteners connecting the main portion 12 to the pipe bracket
11.
[0048] The interfaces for all current Russian distributor valve
pipe brackets contain air passageways located in the same specific
area on each type of pipe bracket. This is specifically done for
interchangeability of the Russian main portion. The main portion
side of the pipe bracket contains access to all five working
pressures (working chamber, valve chamber, brake pipe, brake
cylinder, and reservoir) that would be required to be monitored in
order to perform an automated version of the Russian single car
test. The main line portion side of the Russian distributor valve
does NOT contain access to all five of these required working
pressures.
Pressure Access Plate
[0049] With reference to FIGS. 3-5, a Russian distributor valve 50
incorporating an access interface in the form of a pressure access
plate 51 is shown in accordance with one example of the present
disclosure. The distributor valve 50 is of the same configuration
and construction as the distributor valve 10 discussed above with
reference to FIGS. 1 and 2. As shown, the distributor valve 50 is
connected to a brake pipe 14, brake cylinder 15, and reservoir 16
of the brake control system. The distributor valve 50 includes the
pipe bracket 11, the main portion 12 mounted on the pipe bracket
11, and the main line portion 13 mounted on an opposite side of the
pipe bracket 11 from the main portion 12. As discussed above, the
pipe bracket 11 includes a plurality of passages 17, 18, 19, 20,
21, 27 (shown in FIG. 1) defined therein and extending through the
pipe bracket 11. The plurality of passages 17, 18, 19, 20, 21, 27
are configured to place the main portion 12 and the main line
portion 13 in communication with each other and with the brake pipe
14, the brake cylinder 15, and the reservoir 16, as shown in FIG.
1. In particular, the plurality of passages includes a working
chamber passage 17 configured to place the main portion 12 in
communication with the main line portion 13, a valve chamber
passage 18 configured to place the main portion 12 in communication
with the main line portion 13, a brake pipe passage 19 configured
to place the main portion 12 and the main line portion 13 in
communication with the brake pipe 14, a reservoir passage 20
configured to place the main portion 12 in communication with the
reservoir 16, a brake cylinder passage 21 configured to place the
main portion 12 and the main line portion 13 in communication with
the brake cylinder 15, and the ADC passage 27 configured to place
the main portion 12 in communication with the main line portion 13
through the pipe bracket 11.
[0050] As shown, the pipe bracket 11 of the distributor valve 50
also includes an access interface in the form of the pressure
access plate 51. The pressure access plate 51 is mounted between
the main portion 12 and the pipe bracket 11 of the distributor
valve 50 and is configured to provide access to the five
operational pressures of the railway brake control system (working
chamber, valve chamber, brake pipe, reservoir, and brake cylinder).
The pressure access plate 51 includes a face 52 having a plurality
of access ports 53, 54, 55, 56, 57 arranged therein and a body
having a plurality of internally segregated chambers 58, 59, 60,
61, 62 defined therein. Each of the internally segregated chambers
58, 59, 60, 61, 62 is in communication with a corresponding one of
the access ports 53, 54, 55, 56, 57 in the face 52. Each of the
chambers 58, 59, 60, 61, 62 also includes at least one opening 63,
64, 65, 66, 67 configured to place the chambers 58, 59, 60, 61, 62
in communication with a corresponding passage 17, 18, 19, 20, 21 of
the pipe bracket 11 and the main portion 12. In particular, each
chamber 58, 59, 60, 61, 62 includes openings 63, 64, 65, 66, 67
defined in each opposing side of the pressure access plate 51 and
intersecting with the chambers 58, 59, 60, 61, 62 that interface
with the corresponding passages 17, 18, 19, 20, 21 of the pipe
bracket 11 and the main portion 12. Annular gaskets (not shown) may
be provided around each of the openings 63, 64, 65, 66, 67 in the
pressure access plate 51. Alternatively, a unitary gasket (not
shown) may be provided around several adjacent openings or around
all of the openings on both sides of the pressure access plate
51.
[0051] The face 52 of the pressure access plate 51 includes an
access port 53 connected to the working chamber 17, an access port
54 connected to the valve chamber 18, an access port 55 connected
to the brake pipe passages 19, an access port 56 connected to the
reservoir passages 20, and an access port 57 connected to the brake
cylinder passages 21. The plurality of internally segregated
chambers formed in the pressure access plate 52 include a first
chamber 58 configured to communicate the working chamber 17 in the
pipe bracket 11 with the working chamber access port 53 in the face
52 and the working chamber passages 17 in the main portion 12 via
openings 63, a second chamber 59 configured to communicate the
valve chamber 18 in the pipe bracket 11 with the valve chamber
access port 54 in the face 52 and the valve chamber passages 18 in
the main portion 12 via openings 64, a third chamber 60 configured
to communicate the brake pipe passages 19 in the pipe bracket 11
with the brake pipe access port 55 in the face 52 and the brake
pipe passages 19 in the main portion 12 via openings 65, a fourth
chamber 61 configured to communicate the reservoir passages 20 in
the pipe bracket 11 with the reservoir access port 56 in the face
52 and the reservoir passages 20 in the main portion 12 via
openings 66, and a fifth chamber 62 configured to communicate the
brake cylinder passages 21 in the pipe bracket 11 with the brake
cylinder access port 57 in the face 52 and the brake cylinder
passages 21 in the main portion 12 via openings 67.
[0052] As shown in FIGS. 4 and 5, the pressure access plate 51 also
includes ADC opening 68 and a brake pipe signal opening 69
extending through the body of the pressure access plate 51 without
communicating with any of the segregated chambers 58, 59, 60, 61,
62 in order to communicate corresponding pressures in the pipe
bracket 11 and the main portion 12 of the distributor valve 50
through the pressure access plate 51. In particular, the ADC
passage 27 in the pipe bracket 11 is connected to the corresponding
passage in the main portion 12 through the ADC opening 68 in the
pressure access plate 51. The ADC opening 68 is not required to be
accessible through the face 52 of the pressure access plate 51. The
ADC opening 68 and the brake pipe signal opening 69 may also be
surrounded with annular gaskets (not shown) to provide a seal
between these openings 68, 69 and the corresponding passages in the
pipe bracket 11 and the main portion 12. The pressure access plate
51 further includes a plurality of mounting holes 70 extending
through the pressure access plate 51 without communicating between
any of the segregated chamber 58, 59, 60, 61, 62, to allow mounting
studs (not shown) to pass through the plurality of mounting holes
70 so that the pressure access plate 51 can be securely fastened
between the pipe bracket 11 and the main portion 12 when mounting
stud nuts (not shown) are tightened.
[0053] As shown in FIG. 4, the face 52 of the pressure access plate
51 is connected to the body by an angled portion of the body. This
angled portion allows the face 52 to be positioned at a selected
amount away from the pipe bracket 11 or the main portion 12 when
the access plate 51 is mounted between the main portion 12 and the
pipe bracket 11.
[0054] Although not shown, it is to be appreciated that the
pressure access plate 51 may be configured to face in any direction
with respect to the main portion 12 and the pipe bracket 11. For
instance, the pressure access plate 51 could be configured such
that the face 52 is disposed upwardly, downwardly, or rearwardly
from the orientation shown in FIG. 3. Further, it is to be
appreciated that the pressure access plate 51 may be formed with
multiple faces of access ports that are oriented in different
directions to facilitate access of the operational pressures of the
distributor valve 50 via the pressure access plate 51. It is also
to be appreciated that the pressure access plate 51 may be formed
from any material and according to any technique known to be
suitable to those having ordinary skill in the art. In particular,
the pressure access plate 51 may be formed as an iron casting with
the chambers 58, 59, 60, 61, 62 integrally formed in the casting
according to known techniques. Alternatively, the pressure access
plate 51 may be formed from a different metal, such as steel or
aluminum, or from a plastic material. Also, the arrangement of the
ports 53, 54, 55, 56, 57 in the face 52 of pressure access plate 51
may be adjusted in a manner that is best suited for the overall
design of the casting. Thus, the positions of the ports 53, 54, 55,
56, 57 on the face 52 may be different than illustrated. It is
further to be appreciated that the pressure access plate 51 may be
structured to be positioned between the main portion 12 and the
pipe bracket 11 in Russian distributor valves 10 that are
configured to mount the main portion 12 and the main line portion
13 side by side next to each other on one side of the pipe bracket
11.
[0055] With reference to FIGS. 10 and 11, the face 52 of the
pressure access plate 51 is configured to be engaged by a testing
device 150 that measures the operational pressures of the plurality
of passages 17, 18, 19, 20, 21 of the pipe bracket 11 via the
access ports 53, 54, 55, 56, 57 defined in the face 52 of the
pressure access plate. As discussed above, the testing device 150
may be an automated single car test device that can manipulate all
five required pneumatic pressures available in the Russian freight
braking system. The testing device 150 includes an adapter 151
having a plurality of fittings 152, 153, 154, 155, 156 configured
to engage the face 52 of the pressure access plate 51 to place the
access ports 53, 54, 55, 56, 57 in fluid communication with an
operating portion 157 of the testing device 150. More specifically,
the adapter 151 includes a working chamber fitting 152, a valve
chamber fitting 153, a reservoir fitting 154, a brake cylinder
fitting 155, and a brake pipe fitting 156 that are received by the
respective access ports 53, 54, 55, 56, 57, which are in fluid
communication with the passages 17, 18, 19, 20, 21 of the pipe
bracket 11 and the main portion 12 via the chambers 58, 59, 60, 61,
62. The face 52 may include mounting holes 118 defined therein for
establishing a connection between the adapter 151 and the face 52.
A testing device of this type adapted for testing pressures in an
American freight braking system is described in U.S. Pat. Nos.
5,451,099, 5,480,218, and 5,509,727. When the operational pressures
of the distributor valve 50 are not being tested, a cover plate
(not shown) or similar closure may be connected to the face 52 of
the pressure access plate 51 to seal the access ports 53, 54, 55,
56, 57 closed.
Pipe Bracket with Access Interface
[0056] With reference to FIGS. 6-10, a pipe bracket 100 for a
distributor valve in a railway vehicle brake control system
incorporating an access interface in the form of an integral port
interface 105 is shown in accordance with an example of the present
disclosure. The pipe bracket 100 is configured for the Russian
freight market that will work with the current types of Russian
`main` and `main-line` portions. The pipe bracket 100 is intended
as a replacement for the above-discussed pipe bracket 11 of typical
Russian railway brake control systems. As shown in FIG. 6, the pipe
bracket 100 is formed as a multi-sided construction having a first
or front side 101 and a second or bottom side 104 adjacent to the
first or front side 101.
[0057] As shown in FIGS. 6 and 7, the first side 101 includes an
interface 102 for mounting the above-described main portion 12 of
the distributor valve 10 on the pipe bracket 100 and another
interface 103 for mounting the above-described main line portion 13
of the distributor valve 10 spaced apart on the first side 101 of
the pipe bracket 100. Further, the pipe bracket 100 is configured
to be connected to the brake pipe 14, the brake cylinder 15, and
the reservoir 16 of the brake control system, as discussed
above.
[0058] As shown in FIGS. 6-10, the pipe bracket 100 has a plurality
of passages 106, 107, 108, 109, 110, 117, 120, 121 defined therein
and extending through the pipe bracket 100. In FIGS. 6-10, the
passages 106, 107, 108, 109, 110, 117, 120, 121 are identified by
the openings or sectors of the pipe bracket 100 where the passages
106, 107, 108, 109, 110, 117, 120, 121 may be exposed to or in
communication with the exterior of the pipe bracket 100. In
particular, the pipe bracket 100 includes a working chamber passage
or passages 106, a valve chamber passage or passages 107, a brake
pipe passage or passages 108, a reservoir passage or passages 109,
and a brake cylinder passage or passages 110. These passages 106,
107, 108, 109, 110 accommodate the same five operational pressures
of the Russian distributor valve 10 as the pipe bracket 11
discussed above. In FIGS. 6-10, the operational pressures are also
designated with various types of shading or cross-hatching for
clarity in understanding the drawings.
[0059] As shown in FIGS. 6 and 7, the interfaces 102, 103 on the
first side 101 of the pipe bracket 100 include openings for
communicating the passages 106, 107, 108, 109, 110, 117, 120 of the
pipe bracket 100 in communication with corresponding passages of
the main portion 12 and the main line portion 13. As such, the
passages 106, 107, 108, 109, 110, 117, 120 place the main portion
12 and the main line portion 13 in communication with each other
and with the brake pipe 14, the brake cylinder 15, and the
reservoir 16.
[0060] As shown in FIG. 7, the interface 102 for mounting and
communicating the main portion 12 on the pipe bracket 100 includes
a port that accesses the working chamber passages 106 for
communicating the working chamber pressure, a port that accesses
the valve chamber passages 107 for communicating the valve chamber
pressure, a port that accesses the brake pipe passages 108 for
communicating the brake pipe pressure, a port that accesses the
reservoir passages 109 for communicating the reservoir pressure,
and a port that accesses the brake cylinder passages 110 for
communicating the brake cylinder pressure. The interface 102 for
the main portion 12 may additionally include an opening for the ADC
passage 120 for communicating the ADC pressure in the ADC passage
120 between the pipe bracket 100 and the main portion 12. The
interface 102 for the main portion 12 may also include an opening
for the brake pipe signal passage 117 for communicating the brake
pipe signal pressure in the brake pipe signal passage 117 between
the pipe bracket 100 and the main portion 12.
[0061] The brake pipe signal passage 117 in the pipe bracket 100
provides another brake pipe port passage that, depending upon the
handle position of the main line portion 13, will either allow
brake pipe air to flow to the main portion 12 to ensure that
service accelerated release (SAR) of the brakes can occur or will
prevent brake pipe air to flow in a manner that will nullify the
SAR function. Current Russian distributor valves are not configured
to perform the SAR function. According to the example of the
present disclosure, the pipe bracket 100, main portion 12, and main
line portion 13 may be configured to perform the SAR function,
which provides for improvements in handling and braking of the
train. The pressure within the brake pipe signal passage 117 of the
pipe bracket 100 and corresponding passages in the main portion 12
and the main line portion 13 does not need to be monitored during
single car diagnostic testing of the distributor valve.
[0062] As shown in FIG. 6, the interface 103 for the main line
portion 13 may include an opening for communicating the ADC
pressure in the ADC passage 120 between the pipe bracket 100 and
the main line portion 13. Both interfaces 102, 103 include mounting
holes 118 for accepting fasteners mounting the main portion 12 and
the main line portion 13 of the distributor valve 10 to the pipe
bracket 100 at the interfaces 102, 103. According to one
alternative example of the present disclosure, the pipe bracket 100
is provided without the brake pipe signal passage 117 and the
corresponding opening in the interface 102.
[0063] As shown in FIG. 9, the working chamber passage 106, the
valve chamber passage 107, the brake pipe signal passage 117, and
the ADC passage 120 place the main portion 12 in communication with
the main line portion 13. The brake cylinder exhaust passage 121
places the main portion 12 in communication with the pipe bracket
11. The brake pipe passage 108 places the main portion 12 and the
main line portion 13 in communication with the brake pipe 14. The
reservoir passage 109 places the main portion 12 in communication
with the reservoir 16. The brake cylinder passage 110 places the
main portion 12 and the main line portion 13 in communication with
the brake cylinder 15.
[0064] As shown in FIGS. 8 and 10, the pipe bracket 100
additionally includes the integral port interface 105 formed on the
second or bottom side 104 of the pipe bracket 100 adjacent to the
interface 102 for mounting the main portion 12 to the pipe bracket
100. It is to be appreciated that the positioning of the integral
portion interface 105 may be changed to a different side or
location of the pipe bracket 100. The integral port interface 105
includes a plurality of access ports 111, 112, 113, 114, 115
arranged therein. In particular, the integral port interface 105
includes an access port 111 connected to the working chamber
passage 106, an access port 112 connected to the valve chamber
passage 107, an access port 113 connected to the brake pipe passage
108, an access port 114 connected to the reservoir passage 109, and
an access port 115 connected to the brake cylinder passage 110.
FIG. 10 shows, according to one particular example of the present
disclosure, that the pipe bracket 100 may include short tubes
integrally formed or assembled therein for communicating the
passages 106, 107, 108, 109, 110 of the pipe bracket 100 with the
corresponding access ports 111, 112, 113, 114, 115. It is to be
appreciated that the pipe bracket 100 may be constructed in any
manner known to be suitable to those having ordinary skill in the
art to provide the integral port interface 105 in communication
with the passages 106, 107, 108, 109, 110 of the pipe bracket
100.
[0065] It is to be appreciated that the pipe bracket 100 may be
formed from any material and according to any technique known to be
suitable to those having ordinary skill in the art. In particular,
the pipe bracket 100 may be formed from one or more metal,
particularly iron, castings with the passages 106, 107, 108, 109,
110 integrally formed therein.
[0066] With reference to FIGS. 10 and 11, the integral access
interface 105 of the pipe bracket 100 is configured to be engaged
by the testing device 150 that measures the operational pressures
of the plurality of passages 106, 107, 108, 109, 110 of the pipe
bracket 100 via the access ports 111, 112, 113, 114, 115 of the
integral access interface 105. As discussed above, the testing
device 150 may be an automated single car test device that can
manipulate all five required pneumatic pressures available in the
Russian freight braking system. The plurality of fittings 152, 153,
154, 155, 156 of the adapter 151 of the test device 150 are
configured to engage the integral access interface 105 of the pipe
bracket 100 to place the access ports 111, 112, 113, 114, 115 in
fluid communication with the operating portion 157 of the testing
device 150. More specifically, the working chamber fitting 152, the
valve chamber fitting 153, the reservoir fitting 154, the brake
cylinder fitting 155, and the brake pipe fitting 156 of the adapter
151 are received by the respective access ports 111, 112, 113, 114,
115, which are in fluid communication with the passages 106, 107,
108, 109, 110. The integral access interface 105 may include
mounting holes 118 defined therein for establishing a connection
between the adapter 151 and the side 104 of the pipe bracket 100. A
testing device of this type adapted for testing pressures in an
American freight braking system is described in U.S. Pat. Nos.
5,451,099, 5,480,218, and 5,509,727. When the operational pressures
of the distributor valve 10 are not being tested, a cover plate
(not shown) or similar closure may be connected to the integral
access interface 105 of the pipe bracket 100 to seal the access
ports 111, 112, 113, 114, 115 closed.
[0067] Referring again to FIG. 11, the testing device 150 further
includes an air supply source 158 in fluid communication with the
operating portion via an air supply line 159. The air supply source
158 may be an air compressor and tank, although other suitable
arrangements may be utilized. The operating portion 157 is
connected to the adapter 151 via a plurality of pneumatic lines
160, 161, 162, 163, 164. The operating portion 157 is configured to
measure pressure within the working chamber fitting 152, the valve
chamber fitting 153, the reservoir fitting 154, the brake cylinder
fitting 155, and the brake pipe fitting 156 of the adapter 151 and
generate an electrical signal representing the respective pressure
within the fittings 152, 153, 154, 155, 156 and the respective
passages the fittings 152, 153, 154, 155, 156 are in fluid
communication with. The testing device 150 further includes a
processing portion 165 having a microprocessor 166, an input/output
device 167, and a power supply 168. The processing portion 165 is
electrically connected to the operating portion 157 via an
electrical connection or line 169. The processing portion 165 is
configured to a) manipulate pressure within the working chamber
passage 17, 106, the valve chamber passage 18, 107, the reservoir
passage 20, 109, the brake cylinder passage 21, 110, and the brake
pipe passage 19, 108 of the distributor valve 10 via the adapter
151, b) store pressure values of the working chamber passage 17,
106, the valve chamber passage 18, 107, the reservoir passage 20,
109, the brake cylinder passage 21, 110, and the brake pipe passage
19, 108 obtained from the operating portion 157, and c) calculating
and storing differences between measured pressure valves and
elapsed time for each measurement.
[0068] The operating portion 157 utilizes a plurality of
electro-pneumatic control valves, pressure transducers, flow
meters, and compressed air from the air supply source 158 to test
the various functions of the distributor valve 10 to ensure its
proper operation as discussed in U.S. Pat. No. 5,509,727. The
testing can be operated and the results can be outputted using the
input/output device 167, which may be a computer and display. As
noted above, the microprocessor 166 calculates and stores the
values of and the differences between selected pairs of pressures
of selected access ports 53, 54, 55, 56, 57, 111, 112, 113, 114,
115 obtained by the operating portion 157. First elapsed times are
also measured and stored by the microprocessor 166 for a
predetermined amount of pressure to be reached in selected ones of
the passages 17, 18, 19, 20, 21, 106, 107, 108, 109, 110 connected
to the respective access ports 53, 54, 55, 56, 57, 111, 112, 113,
114, 115, beginning from a predetermined event. The rate of change
of selected pressures in the various passages 17, 18, 19, 20, 21,
106, 107, 108, 109, 110 are measured and stored as well by the
microprocessor 166. The microprocessor 166 then measures and stores
second elapsed times from a predetermined event to a change in the
rate of change of selected pressures in the various passages 17,
18, 19, 20, 21, 106, 107, 108, 109, 110. 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 microprocessor 166 to
evaluate the operating condition of the distributor valve 10, which
are stored and outputted.
Method
[0069] With reference to FIGS. 1-11, a method for accessing
operation pressures in a distributor valve 10 of a railway brake
control system is provided in accordance with a non-limiting
embodiment or aspect of the present disclosure. The distributor
valve 10 is connected to a brake pipe 14, a brake cylinder 15, and
a reservoir 16 of the brake control system. The distributor valve
10 includes a pipe bracket 11, 100, a main portion 12 mounted on
the pipe bracket 11, 100, and a main line portion 13 mounted on the
pipe bracket 11, 100. The pipe bracket 11, 100 includes a plurality
of passages 17, 18, 19, 20, 21, 27, 28 106, 107, 108, 109, 110,
117, 120, 121 defined therein and extending through the pipe
bracket 11, 100. The plurality of passages 17, 18, 19, 20, 21, 27,
28 106, 107, 108, 109, 110, 117, 120, 121 are configured to place
the main portion 12 and the main line portion 13 in communication
with each other and with the brake pipe 14, the brake cylinder 15,
and the reservoir 16. The plurality of passages 17, 18, 19, 20, 21,
27, 28 106, 107, 108, 109, 110, 117, 120, 121 include a working
chamber passage 17, 106 configured to place the main portion 12 in
communication with the main line portion 13, a valve chamber
passage 18, 107 configured to place the main portion 12 in
communication with the main line portion 13, a brake pipe passage
19, 108 configured to place the main portion 12 and the main line
portion 13 in communication with the brake pipe 14, a reservoir
passage 20, 109 configured to place the main portion 12 in
communication with the reservoir 16, and a brake cylinder passage
21, 110 configured to place the main portion 12 and the main line
portion 13 in communication with the brake cylinder 15, and an ADC
passage 27, 120 configured to place the main portion 12 and the
main line portion 13 in communication with each other. The pipe
bracket 11, 100 may also have a brake pipe signal passage 117
configured to place the main portion 12 and the main line portion
13 in communication with each other.
[0070] The method includes providing an access interface 51, 105
comprising a plurality of access ports 53, 54, 55, 56, 57, 111,
112, 113, 114, 115 on the pipe bracket 11, 100. The plurality of
access ports 53, 54, 55, 56, 57, 111, 112, 113, 114, 115 include an
access port 53, 111 connected to the working chamber passage 17,
106, an access port 54, 112 connected to the valve chamber passage
18, 107, an access port 55, 113 connected to the brake pipe passage
19, 108, an access port 56, 114 connected to the reservoir passage
20, 109, and an access port 57, 115 connected to the brake cylinder
passage 21, 110.
[0071] The method may further include engaging the access interface
51, 105 with a testing device 150 for measuring the operational
pressures of the plurality of passages 17, 18, 19, 20, 21, 106,
107, 108, 109, 110 via the plurality of access ports 53, 54, 55,
56, 57, 111, 112, 113, 114, 115.
[0072] In a further aspect, a method for testing a distributor
valve 10 of a railway vehicle includes: accessing the passages 17,
18, 19, 20, 21, 106, 107, 108, 109, 110 of the distributor valve 10
using an adapter 151 with the fittings 152, 153, 154, 155, 156;
providing an air supply source 158; selectively charging and
discharging at least one of the passages 17, 18, 19, 20, 21, 106,
107, 108, 109, 110, via the air supply source 158; selectively
providing fluid communication between the passages 17, 18, 19, 20,
21, 106, 107, 108, 109, 110 of the distributor valve 10; measuring
and storing pressure values of the passages 17, 18, 19, 20, 21,
106, 107, 108, 109, 110 of the distributor valve 10; calculating
and storing differences between measured pressure values and
elapsed time for each measurement; and measuring and storing a rate
of change of pressures values in the passages 17, 18, 19, 20, 21,
106, 107, 108, 109, 110 of the distributor valve 10.
[0073] As discussed above, the method for testing the distributor
valve 10 may also include measuring and storing first elapsed times
for a predetermined value of pressure to be reached in selected
ones of the passages 17, 18, 19, 20, 21, 106, 107, 108, 109, 110 of
the distributor valve 10 beginning from a predetermined event and
measuring and storing second elapsed times from a predetermined
event to a change in the rate of change of selected pressures in
the passages 17, 18, 19, 20, 21, 106, 107, 108, 109, 110 of the
distributor valve 10.
[0074] The methods and systems described herein may be deployed in
part or in whole through a machine that executes computer software,
program codes, and/or instructions on a processor. The processor
may be part of a server, client, network infrastructure, mobile
computing platform, stationary computing platform, or other
computing platform. A processor may be any kind of computational or
processing device capable of executing program instructions, codes,
binary instructions, and the like. The processor may be or include
a signal processor, digital processor, embedded processor,
microprocessor, or any variant such as a co-processor (math
co-processor, graphic co-processor, communication co-processor, and
the like) and the like that may directly or indirectly facilitate
execution of program code or program instructions stored thereon.
In addition, the processor may enable execution of multiple
programs, threads, and codes. The threads may be executed
simultaneously to enhance the performance of the processor and to
facilitate simultaneous operations of the application. By way of
implementation, methods, program codes, program instructions, and
the like described herein may be implemented in one or more
threads. The thread may spawn other threads that may have assigned
priorities associated with them; the processor may execute these
threads based on priority or any other order based on instructions
provided in the program code. The processor may include memory that
stores methods, codes, instructions, and programs as described
herein and elsewhere. The processor may access a storage medium
through an interface that may store methods, codes, and
instructions as described herein and elsewhere. The storage medium
associated with the processor for storing methods, programs, codes,
program instructions, or other type of instructions capable of
being executed by the computing or processing device may include,
but may not be limited to, one or more of a CD-ROM, DVD, memory,
hard disk, flash drive, RAM, ROM, cache, and the like.
[0075] The methods and/or processes described above, and steps
thereof, may be realized in hardware, software, or any combination
of hardware and software suitable for a particular application. The
hardware may include a general purpose computer and/or dedicated
computing device or specific computing device or particular aspect
or component of a specific computing device. The processes may be
realized in one or more microprocessors, microcontrollers, embedded
microcontrollers, programmable digital signal processors, or other
programmable device, along with internal and/or external memory.
The processes may also, or instead, be embodied in an application
specific integrated circuit, a programmable gate array,
programmable array logic, or any other device or combination of
devices that may be configured to process electronic signals. It
will further be appreciated that one or more of the processes may
be realized as a computer executable code capable of being executed
on a machine readable medium.
[0076] The computer executable code may be created using a
structured programming language such as C, an object oriented
programming language such as C++, or any other high-level or
low-level programming language (including assembly languages,
hardware description languages, and database programming languages
and technologies) that may be stored, compiled, or interpreted to
run on one of the above devices, as well as heterogeneous
combinations of processors, processor architectures, or
combinations of different hardware and software, or any other
machine capable of executing program instructions.
[0077] Thus, in one aspect, each method described above and
combinations thereof may be embodied in computer executable code
that, when executing on one or more computing devices, performs the
steps thereof. In another aspect, the methods may be embodied in
systems that perform the steps thereof, and may be distributed
across devices in a number of ways, or all of the functionality may
be integrated into a dedicated, standalone device or other
hardware. In another aspect, the means for performing the steps
associated with the processes described above may include any of
the hardware and/or software described above. All such permutations
and combinations are intended to fall within the scope of the
present disclosure.
[0078] It is to be understood that the invention may assume various
alternative variations and step sequences, except where expressly
specified to the contrary. It is also to be understood that the
specific devices and processes illustrated in the attached
drawings, and described in the specification, are simply exemplary
embodiments or aspects of the invention. Although the invention has
been described in detail for the purpose of illustration based on
what is currently considered to be the most practical and preferred
embodiments or aspects, it is to be understood that such detail is
solely for that purpose and that the invention is not limited to
the disclosed embodiments or aspects, but, on the contrary, is
intended to cover modifications mid equivalent arrangements that
are within the spirit and scope thereof. For example, it is to be
understood that the present invention contemplates that, to the
extent possible, one or more features of any embodiment or aspect
can be combined with one or more features of any other embodiment
or aspect.
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