CA1111498A - Pressure switch checking device for locomotives - Google Patents
Pressure switch checking device for locomotivesInfo
- Publication number
- CA1111498A CA1111498A CA321,593A CA321593A CA1111498A CA 1111498 A CA1111498 A CA 1111498A CA 321593 A CA321593 A CA 321593A CA 1111498 A CA1111498 A CA 1111498A
- Authority
- CA
- Canada
- Prior art keywords
- switch
- coupling
- pressure
- air
- test
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
Abstract
A B S T R A C T
A device which facilitates the testing of pressure switches included in the brake systems of locomotives. An air line is tapped into the pressure line of each switch and is provided with a quick connect coupling conveniently located on a test panel.
Another quick connect coupling on the panel connects with the main air reservoir of the brake system. Also located on the test panel adjacent to the respective couplings are pairs of electri-cal receptacles for each switch. The receptacles connect with electrical conductors which lead to opposite sides of each switch contact. A preselected test pressure may be applied to each switch by connecting an air hose equipped with an adjustable re-ducing valve and pressure gauge between the main air reservoir coupling and the coupling for the switch to be tested. An ohm-meter may be connected across the receptacles for the switch con-tact under test to indicate whether the switch contact is open or closed at the test pressure.
A device which facilitates the testing of pressure switches included in the brake systems of locomotives. An air line is tapped into the pressure line of each switch and is provided with a quick connect coupling conveniently located on a test panel.
Another quick connect coupling on the panel connects with the main air reservoir of the brake system. Also located on the test panel adjacent to the respective couplings are pairs of electri-cal receptacles for each switch. The receptacles connect with electrical conductors which lead to opposite sides of each switch contact. A preselected test pressure may be applied to each switch by connecting an air hose equipped with an adjustable re-ducing valve and pressure gauge between the main air reservoir coupling and the coupling for the switch to be tested. An ohm-meter may be connected across the receptacles for the switch con-tact under test to indicate whether the switch contact is open or closed at the test pressure.
Description
4g~
This invention relates to an improved checking device that is used to test the pressure switches on the air brake manifolds of locomotives.
The air brake manifolds of locomotives are provided with a series of pressure sensitive switches that perform a variety of functions in connection with sensing the air pressure in the brake lines. For example, with locomotives having a lead or mas-ter unit and a remote or slave unit that is radio controlled in accordance with the operation of the master unit, the pressure switches assure that the braking of the remote units conforms with that of the master unit. If the pressure switches are not adjusted correctly, the brakes will not work properly at either the master or remote position.
These pressure switches must be frequently checked to deter-mine that they are operating properly. At present, testing of the switches requires removal of a cover plate so that an ohm-meter can be connected across the switch terminals to sense whet-her or not the switch is opening and closing properly. Also, the fittiny for the air line leading to the switch must be discon-nected and replaced by a male adapter. A main reservoir line is then tapped, and a hose equipped with a pressure gauge and pres-sure reducing valve is connected between the main reservoir line and the male adapter. The reducing valve is adjusted to the proper test pressure which is to be applied to the switch in or-der to ascertain whether or not it is opening and closing as in-tended. If adjustment of the switch is needed, a cover plate is removed from the front of pressure switch and an adjustment screw is turned in the appropriate direction. After the test, the ohmmeter must be disconnected and the cover plate replaced, .' ^~
and the male adapter must be removed and replaced by the fitting for the air line.
As can be easily appreciated, this present testing procedure is difficult, cumbersome, time consuming, and expensive, thus adding significantly to the maintenance costs of the locomotive equipment. The need to tap into the main reservoir line and con-; nect the tap line with the added male adapter requires additional plumbing skills and supplies. Further aggravating the inconven-ience and expense is the inaccessibility of the pressure switches, which are typically located within the locomotive on the air brake manifold.
It is the primary object of the present invention to provide ; an improved checking device for the pressure switches of locomo-tives in order to reduce the difficulty and labor costs associated with testing the switches.
An object of the invention is to provide a checking device of the character described which presents, at a single accessible lo-cation, convenient connections for both the electrical and air pressure testing equipment. In accordance with the invention, each bank of switches has its own test panel that includes a pair of pl-lg in type electrical receptacles for each switch, accom-panied by a nearby quick connect coupling for the air test hose.
Accordingly, an ohmmeter can be quickly and easily connected a-cross the receptacles, and the test hose can be readily connected to and disconnected from the air line coupling, thereby eliminat-ing the time, difficulty and expense involved in dismantling and reassembling the pressure switches as has been necessary in the past.
9~
A further object of the invention is to provide, in a check-ing device of the character described, a quick connect coupling on the test panel which supplies pressure from the main art reservoir of the brake system. This feature of the invention is important in that the test hose can simply be connected at one end with the main reservoir coupling on the test panel and at the other end with the coupling for the pressure switch that is to be checked. This eliminates the cumbersome prior art technique of tapping into the main reservoir line and connecting the tap line successively to each pressure switch adapter.
The invention is characterized by a device with facilitates the testing of pressure switches included in the brake systems of locomotives. Particularly, the device is used in the testing of a pressure switch that is coupled with the pneumatic brake system of a railroad car to a first line and having a switch contact - which is included in an electric circuit and which opens and closes responsive to the variations in the pressure applied to the switch. The device is characterized by a second line disposed in communication with the pressure switch and terminating in a line ending coupling adapted for connection with a source of pressurized air. The second line is normally closed to the passage of air while accommodating air flow when connected with the source, whereby a test pressure applied by said source may be transmitted to the pressure switch. Also included is a pair of electrical conductors coupled with the electric circuit on opposite sides of the switch contact and terminating in respec-tive circuit ending terminals with the terminals being normally unconnected with other circuitry and adapted for connection with electrical testing equipment to cooperate therewith in a manner to detect opening and closing of the switch contact. Finally, means is provided for mounting the said coupling and the terminals in proximity to one another.
An additional object of the invention is to provide a check-ing device of the character described which is simple and economi-cal to construct and install, and which minimizes the amount of ; plumbing and electrical wiring.
Other and further objects of the invention, together with the features of novelty appurtenant thereto, will appear in the course of the following description.
In the accompanying drawing which forms a part of the speci-fication and is to be read in conjunction therewith and in which like reference numerals are used to indicate like parts in the var lOUS Vl ews:
Fig. 1 is a front elevational view of the central test panel included in a pressure switch checking device constructed accord-ing to the present invention;
Fig. 2 is an electrical schematic illustrating the manner in which the checking device is wired in relation to the pressure switch circuits; and Fig. 3 is a schematic diagram illustrating the air connec-tions between the checking device and the air lines of the 3a pressure switches.
Referring now to the drawing in detail and initially to Fig.
3, the device of the present invention is used to check a series of pressure sensitive switches which are designated by numerals 10, 12, 14, and 16. These switehes are included in the pneumatic brake systems of many locomotives and serve a variety of func-tions, usually with respect to correlating the operation of re-mote or slave units with lead or master locomotives. The switch-es are mounted on the locomotive's air brake manifold (not shown) and are thus difficult to gain access to in order to test them for proper operation.
Switches 10-16 connect respectively with air lines 18, 20, 22 and 24 which transmit to the switches the pressure at various portions of the brake system or at various eomponents thereof.
By way of example, the air line 18 assoeiated with switeh 10 may lead to eonneetion with a eommon brake line (not shown) extending between the brakes of a master loeomotive and those of the remote unit. If an angle eoek (not shown) ineluded in the brake line should inadvertently elose, the braking power to the remote unit will be shut off. To signal sueh a eondition, or another emer-geney situation such as a break in one of the air lines, air is admitted to line 18 from the main reservoir and the pressure is transmitted to switch 10. When the pressure applied to switeh 10 exeeeds a preseleeted level, itsnormally open switeh eontaet lOa (Fig. 2) eloses, thereby completing a normally broken electrical circuit that includes conductors 26 and 28, along with a signal device or the like (not shown) to which conductors 26 and 28 lead.
When this circuit is completed, logic circuitry (not shown) con-nects the signal device and sends a command signal to additional 1~, logic circuitry on the remote unit such that emergency applica-tion is initiated at both the remote and master units.
Similarly, the air lines 22 and 24 transmit the pressure from other portions of the braking system, and switch contacts 14a and 16a of switches 14 and 16 close when the pressure applied thereto exceeds a preset level. Closing of contact 14a completes a normally broken circuit that includes conductors 38 and 40 and a signal device (not shown). Closing of contact 16a likewise closes a normally broken circuit that includes conductors 34 and - 10 36 and another signal device (also not shown). Switch 12 has a normally closed contact 12a which opens when the pressure applied to line 20 is above a preselected level, with the open switch contact then breaking a normally completed circuit that includes conductors 30 and 32. Breaking of this circuit provides a suit-able output such as a visual or audible signal.
It is to be understood that the pressure switches may be ar-- ranged in banks having any number of switches (usually 4 or 5 per - bank), and that the switches may be located on the lead locomo-tive, on a remote locomotive, or in some cases on a remote rail-- 20 road car. Further, the air lines 1~-24 may act to transmit the air pressure from any desired portion of the braking system.
The present invention provides a convenient means for deter-mining whether or not the switch contacts open and close properly in response to application of pressure to the switches 10-16. In accordance with the invention, a single flat test panel 42 is provided for each bank of switches. As best shown in Fig. 1, panel 42 is a thin rectangular plate member which may be mounted at any convenient location that is readily accessible when test-ing of the switches is to be undertaken.
~ 3~
,. ~, With reference again to Fig. 3, an air line 44 taps intoline 18 at one end and connects at the opposite end with a con-ventional quick connect coupling 46. In a similar matter, air lines 48, 50 and 52 tap into the respective pressure lines 20, 22 and 24 and lead to connection with quick connect couplings 54, 56 - and 58, respectively. As best shown in Fig. 1, couplings 46, 54, 56 and 58, are mounted in a horizontal row on panel 42 in pro-jection from the flat front surface thereof and in proximity to one another.
10The braking system of the locomotive includes a main reser-voir 60 (Fig. 3) which provides air under pressure to a main air line 62 that leads to the various portions of the braking system.
The present invention includes an air line 64 which taps into line 62i at one end and connects at the opposite end with a quick con-nect coupling 66 mounted on the front face of panel 42 at a loca-tion to the side of coupling 58 (see Fig. 1).
Each of the quick connect couplings on the panel 42 is of a well known type having a normally closed check valve (not shown) which opens automatically when a mating coupling is attached. The mating coupling may be quickly connected to provide an air tight flow path, and it may be quickly disconnected to break the flow path and result in automatic closing of the check valve.
The present invention further provides electrical wiring which bypasses each switch contact in order to facilitate testing of the switches. With reference to Fig. 2, electrical conductors 68 and 70 connect with conductors 26 and 28, respectively on op-posite sides of switch contact lOa. Conductors 68 and 70 lead to connection with respective plug in type sockets or receptacles 72 and 74 which are located on the front face of panel 42 above one another (see Fig. 1).
In a similar fashion, conductors 76 and 78 connect on oppo-site sides of switch contact 12a with conductors 30 and 32, re-spectively ! and lead to connection at their opposite ends with respective receptacles 80 and 82 located one above the other on panel 42. Another pair of conductors 84 and 86 extend from the respective conductors 38 and 40 to connection with respective re-ceptacles 88 and 90 on panel 42. Switch contact 16a is likewise bypassed by conductors 92 and 94 which connect with conductors 34 and 36 and with receptacles 96 and 98 located on panel 42.
Each of the receptacles on panel 42 is a conventional type of electrical terminal into which a mating jack (not shown) may be plugged in order to make electrical contact with the receptacle.
Preferably, the receptacles in each pair are color coded to insure that the jack will be plugged into the proper receptacles. It is pointed out that each pair of receptacles is located in close proximity to the corresponding quick connect coupling.
The fror;t surface of panel 42 is provided with labels that indicate the particular pressure switch that is associated with each air coupling and each pair of receptacles. Thus, label 100 is marked "P8" to indicate that coupling 46 and the associated re-ceptacles 72 and 74 are for testing of the P8 pressure switch 10.
Labels 102, 104, and 106 are similarly marked "Pl", "P2" and "P3", respectively. Label 108 is marked "MR" to indicate that coupling 66 connects with the main reservoir 60.
The test panel 42 may be used to test or check each pressure switch 10-16 in order to determine that it is operating properly when subjected to a preselected test pressure. Since each switch is checked in a similar manner, only the procedure involved in checkincJ switch 10 7/~ be described in detail, it being under-stool that t'ne ot'her switches may be checked by essentially the same process.
Checking o switch lG is accomplished by connecting an ohm-meter or a similar testing device (not shown) across the termi-- nals provided by the receptacles 72 and 74. A test air hose that includes a pressure gauge and reducing valve (not shown) is then connected between couplings ~6 and 66. 'lhis may be easily done by connecting quick connect couplings on the opposite ends of the test hose with coupling ~6 and 66. The reducing valve is then adjusted until the test pressure, as indicated on the gauge, ls at the level at which switch 10 is intended to close. The air pressure is applied from reservoir 60 through Lines 62 and 64, through the test hose from coupling 66 to coupling ~6, and at the test pressure to switch 10 through lines ~ and 18. I the s~7itch contact lOa closes as it should, the oh7.~eter will so in-dicate, since closing of the contact greatly reduces the resist-ance neasured by the ohmmeter. However, if contact lOa does not close, there will be no significant change in the ohmmeter read-ing, indicating that switch 10 is not operating properly. 'l'heswitch may be aajusted until contact lOa closes at the test pres-sure, thus restoring the switch to proper operating condition.
The remaining switches 12-16 are checked in much the same manner, although different test pressure nay be applied to each switch since the switches are intended to open and close at dif-rerent pressure levels.
The location of the air couplings and receptacles for each pressure switch close to one another on the readily accessible test panel ~2 per~its the pressllre switches to be quickly and easily checked for proper operation. Also, both the air connect-ions and electrical connections can be made by means of standard couplings and jacks with little chance for error. Moreover, the present invention avoids the complicated, expensive and time con-suming procedure required by the existing pressure switch check-ing technique, which involves taking off of the switch cover plate in order to gain access to the switch terminals, makeshift electrical connection of the ohmmeter to the switch terminals, removal OL the fitting for the air line leading to the switch, mounting of the male adapter, tapping into the main reservoir line, connection of a test hose between the main reservoir line and the adapter, and reversal of these steps after completion of the test.
From the foregoing, it will be seen that this invention is one well adapted to attain all the ends and objects hereinabove set forth together with other advantages which are obvious and which are inherent to the structure.
It will be understood that certain features and subcombina-tions are of utility and may be employed without reference to other features and subcombinations. This is contemplated by and is within the scope of the claims.
Since many possible embodiments may be made of the inven-tion without departing from the scope thereof, it is to be under-stood that all matter herein set forth or shown in the accomp~ny-ing drawing is to be interpreted as illustrative and not in a limiting sense.
This invention relates to an improved checking device that is used to test the pressure switches on the air brake manifolds of locomotives.
The air brake manifolds of locomotives are provided with a series of pressure sensitive switches that perform a variety of functions in connection with sensing the air pressure in the brake lines. For example, with locomotives having a lead or mas-ter unit and a remote or slave unit that is radio controlled in accordance with the operation of the master unit, the pressure switches assure that the braking of the remote units conforms with that of the master unit. If the pressure switches are not adjusted correctly, the brakes will not work properly at either the master or remote position.
These pressure switches must be frequently checked to deter-mine that they are operating properly. At present, testing of the switches requires removal of a cover plate so that an ohm-meter can be connected across the switch terminals to sense whet-her or not the switch is opening and closing properly. Also, the fittiny for the air line leading to the switch must be discon-nected and replaced by a male adapter. A main reservoir line is then tapped, and a hose equipped with a pressure gauge and pres-sure reducing valve is connected between the main reservoir line and the male adapter. The reducing valve is adjusted to the proper test pressure which is to be applied to the switch in or-der to ascertain whether or not it is opening and closing as in-tended. If adjustment of the switch is needed, a cover plate is removed from the front of pressure switch and an adjustment screw is turned in the appropriate direction. After the test, the ohmmeter must be disconnected and the cover plate replaced, .' ^~
and the male adapter must be removed and replaced by the fitting for the air line.
As can be easily appreciated, this present testing procedure is difficult, cumbersome, time consuming, and expensive, thus adding significantly to the maintenance costs of the locomotive equipment. The need to tap into the main reservoir line and con-; nect the tap line with the added male adapter requires additional plumbing skills and supplies. Further aggravating the inconven-ience and expense is the inaccessibility of the pressure switches, which are typically located within the locomotive on the air brake manifold.
It is the primary object of the present invention to provide ; an improved checking device for the pressure switches of locomo-tives in order to reduce the difficulty and labor costs associated with testing the switches.
An object of the invention is to provide a checking device of the character described which presents, at a single accessible lo-cation, convenient connections for both the electrical and air pressure testing equipment. In accordance with the invention, each bank of switches has its own test panel that includes a pair of pl-lg in type electrical receptacles for each switch, accom-panied by a nearby quick connect coupling for the air test hose.
Accordingly, an ohmmeter can be quickly and easily connected a-cross the receptacles, and the test hose can be readily connected to and disconnected from the air line coupling, thereby eliminat-ing the time, difficulty and expense involved in dismantling and reassembling the pressure switches as has been necessary in the past.
9~
A further object of the invention is to provide, in a check-ing device of the character described, a quick connect coupling on the test panel which supplies pressure from the main art reservoir of the brake system. This feature of the invention is important in that the test hose can simply be connected at one end with the main reservoir coupling on the test panel and at the other end with the coupling for the pressure switch that is to be checked. This eliminates the cumbersome prior art technique of tapping into the main reservoir line and connecting the tap line successively to each pressure switch adapter.
The invention is characterized by a device with facilitates the testing of pressure switches included in the brake systems of locomotives. Particularly, the device is used in the testing of a pressure switch that is coupled with the pneumatic brake system of a railroad car to a first line and having a switch contact - which is included in an electric circuit and which opens and closes responsive to the variations in the pressure applied to the switch. The device is characterized by a second line disposed in communication with the pressure switch and terminating in a line ending coupling adapted for connection with a source of pressurized air. The second line is normally closed to the passage of air while accommodating air flow when connected with the source, whereby a test pressure applied by said source may be transmitted to the pressure switch. Also included is a pair of electrical conductors coupled with the electric circuit on opposite sides of the switch contact and terminating in respec-tive circuit ending terminals with the terminals being normally unconnected with other circuitry and adapted for connection with electrical testing equipment to cooperate therewith in a manner to detect opening and closing of the switch contact. Finally, means is provided for mounting the said coupling and the terminals in proximity to one another.
An additional object of the invention is to provide a check-ing device of the character described which is simple and economi-cal to construct and install, and which minimizes the amount of ; plumbing and electrical wiring.
Other and further objects of the invention, together with the features of novelty appurtenant thereto, will appear in the course of the following description.
In the accompanying drawing which forms a part of the speci-fication and is to be read in conjunction therewith and in which like reference numerals are used to indicate like parts in the var lOUS Vl ews:
Fig. 1 is a front elevational view of the central test panel included in a pressure switch checking device constructed accord-ing to the present invention;
Fig. 2 is an electrical schematic illustrating the manner in which the checking device is wired in relation to the pressure switch circuits; and Fig. 3 is a schematic diagram illustrating the air connec-tions between the checking device and the air lines of the 3a pressure switches.
Referring now to the drawing in detail and initially to Fig.
3, the device of the present invention is used to check a series of pressure sensitive switches which are designated by numerals 10, 12, 14, and 16. These switehes are included in the pneumatic brake systems of many locomotives and serve a variety of func-tions, usually with respect to correlating the operation of re-mote or slave units with lead or master locomotives. The switch-es are mounted on the locomotive's air brake manifold (not shown) and are thus difficult to gain access to in order to test them for proper operation.
Switches 10-16 connect respectively with air lines 18, 20, 22 and 24 which transmit to the switches the pressure at various portions of the brake system or at various eomponents thereof.
By way of example, the air line 18 assoeiated with switeh 10 may lead to eonneetion with a eommon brake line (not shown) extending between the brakes of a master loeomotive and those of the remote unit. If an angle eoek (not shown) ineluded in the brake line should inadvertently elose, the braking power to the remote unit will be shut off. To signal sueh a eondition, or another emer-geney situation such as a break in one of the air lines, air is admitted to line 18 from the main reservoir and the pressure is transmitted to switch 10. When the pressure applied to switeh 10 exeeeds a preseleeted level, itsnormally open switeh eontaet lOa (Fig. 2) eloses, thereby completing a normally broken electrical circuit that includes conductors 26 and 28, along with a signal device or the like (not shown) to which conductors 26 and 28 lead.
When this circuit is completed, logic circuitry (not shown) con-nects the signal device and sends a command signal to additional 1~, logic circuitry on the remote unit such that emergency applica-tion is initiated at both the remote and master units.
Similarly, the air lines 22 and 24 transmit the pressure from other portions of the braking system, and switch contacts 14a and 16a of switches 14 and 16 close when the pressure applied thereto exceeds a preset level. Closing of contact 14a completes a normally broken circuit that includes conductors 38 and 40 and a signal device (not shown). Closing of contact 16a likewise closes a normally broken circuit that includes conductors 34 and - 10 36 and another signal device (also not shown). Switch 12 has a normally closed contact 12a which opens when the pressure applied to line 20 is above a preselected level, with the open switch contact then breaking a normally completed circuit that includes conductors 30 and 32. Breaking of this circuit provides a suit-able output such as a visual or audible signal.
It is to be understood that the pressure switches may be ar-- ranged in banks having any number of switches (usually 4 or 5 per - bank), and that the switches may be located on the lead locomo-tive, on a remote locomotive, or in some cases on a remote rail-- 20 road car. Further, the air lines 1~-24 may act to transmit the air pressure from any desired portion of the braking system.
The present invention provides a convenient means for deter-mining whether or not the switch contacts open and close properly in response to application of pressure to the switches 10-16. In accordance with the invention, a single flat test panel 42 is provided for each bank of switches. As best shown in Fig. 1, panel 42 is a thin rectangular plate member which may be mounted at any convenient location that is readily accessible when test-ing of the switches is to be undertaken.
~ 3~
,. ~, With reference again to Fig. 3, an air line 44 taps intoline 18 at one end and connects at the opposite end with a con-ventional quick connect coupling 46. In a similar matter, air lines 48, 50 and 52 tap into the respective pressure lines 20, 22 and 24 and lead to connection with quick connect couplings 54, 56 - and 58, respectively. As best shown in Fig. 1, couplings 46, 54, 56 and 58, are mounted in a horizontal row on panel 42 in pro-jection from the flat front surface thereof and in proximity to one another.
10The braking system of the locomotive includes a main reser-voir 60 (Fig. 3) which provides air under pressure to a main air line 62 that leads to the various portions of the braking system.
The present invention includes an air line 64 which taps into line 62i at one end and connects at the opposite end with a quick con-nect coupling 66 mounted on the front face of panel 42 at a loca-tion to the side of coupling 58 (see Fig. 1).
Each of the quick connect couplings on the panel 42 is of a well known type having a normally closed check valve (not shown) which opens automatically when a mating coupling is attached. The mating coupling may be quickly connected to provide an air tight flow path, and it may be quickly disconnected to break the flow path and result in automatic closing of the check valve.
The present invention further provides electrical wiring which bypasses each switch contact in order to facilitate testing of the switches. With reference to Fig. 2, electrical conductors 68 and 70 connect with conductors 26 and 28, respectively on op-posite sides of switch contact lOa. Conductors 68 and 70 lead to connection with respective plug in type sockets or receptacles 72 and 74 which are located on the front face of panel 42 above one another (see Fig. 1).
In a similar fashion, conductors 76 and 78 connect on oppo-site sides of switch contact 12a with conductors 30 and 32, re-spectively ! and lead to connection at their opposite ends with respective receptacles 80 and 82 located one above the other on panel 42. Another pair of conductors 84 and 86 extend from the respective conductors 38 and 40 to connection with respective re-ceptacles 88 and 90 on panel 42. Switch contact 16a is likewise bypassed by conductors 92 and 94 which connect with conductors 34 and 36 and with receptacles 96 and 98 located on panel 42.
Each of the receptacles on panel 42 is a conventional type of electrical terminal into which a mating jack (not shown) may be plugged in order to make electrical contact with the receptacle.
Preferably, the receptacles in each pair are color coded to insure that the jack will be plugged into the proper receptacles. It is pointed out that each pair of receptacles is located in close proximity to the corresponding quick connect coupling.
The fror;t surface of panel 42 is provided with labels that indicate the particular pressure switch that is associated with each air coupling and each pair of receptacles. Thus, label 100 is marked "P8" to indicate that coupling 46 and the associated re-ceptacles 72 and 74 are for testing of the P8 pressure switch 10.
Labels 102, 104, and 106 are similarly marked "Pl", "P2" and "P3", respectively. Label 108 is marked "MR" to indicate that coupling 66 connects with the main reservoir 60.
The test panel 42 may be used to test or check each pressure switch 10-16 in order to determine that it is operating properly when subjected to a preselected test pressure. Since each switch is checked in a similar manner, only the procedure involved in checkincJ switch 10 7/~ be described in detail, it being under-stool that t'ne ot'her switches may be checked by essentially the same process.
Checking o switch lG is accomplished by connecting an ohm-meter or a similar testing device (not shown) across the termi-- nals provided by the receptacles 72 and 74. A test air hose that includes a pressure gauge and reducing valve (not shown) is then connected between couplings ~6 and 66. 'lhis may be easily done by connecting quick connect couplings on the opposite ends of the test hose with coupling ~6 and 66. The reducing valve is then adjusted until the test pressure, as indicated on the gauge, ls at the level at which switch 10 is intended to close. The air pressure is applied from reservoir 60 through Lines 62 and 64, through the test hose from coupling 66 to coupling ~6, and at the test pressure to switch 10 through lines ~ and 18. I the s~7itch contact lOa closes as it should, the oh7.~eter will so in-dicate, since closing of the contact greatly reduces the resist-ance neasured by the ohmmeter. However, if contact lOa does not close, there will be no significant change in the ohmmeter read-ing, indicating that switch 10 is not operating properly. 'l'heswitch may be aajusted until contact lOa closes at the test pres-sure, thus restoring the switch to proper operating condition.
The remaining switches 12-16 are checked in much the same manner, although different test pressure nay be applied to each switch since the switches are intended to open and close at dif-rerent pressure levels.
The location of the air couplings and receptacles for each pressure switch close to one another on the readily accessible test panel ~2 per~its the pressllre switches to be quickly and easily checked for proper operation. Also, both the air connect-ions and electrical connections can be made by means of standard couplings and jacks with little chance for error. Moreover, the present invention avoids the complicated, expensive and time con-suming procedure required by the existing pressure switch check-ing technique, which involves taking off of the switch cover plate in order to gain access to the switch terminals, makeshift electrical connection of the ohmmeter to the switch terminals, removal OL the fitting for the air line leading to the switch, mounting of the male adapter, tapping into the main reservoir line, connection of a test hose between the main reservoir line and the adapter, and reversal of these steps after completion of the test.
From the foregoing, it will be seen that this invention is one well adapted to attain all the ends and objects hereinabove set forth together with other advantages which are obvious and which are inherent to the structure.
It will be understood that certain features and subcombina-tions are of utility and may be employed without reference to other features and subcombinations. This is contemplated by and is within the scope of the claims.
Since many possible embodiments may be made of the inven-tion without departing from the scope thereof, it is to be under-stood that all matter herein set forth or shown in the accomp~ny-ing drawing is to be interpreted as illustrative and not in a limiting sense.
Claims (5)
OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A device for use in the testing of a pressure switch coupled with the pneumatic brake system of a railroad car through a first air line and having a switch contact which is included in an electric circuit and which opens and closes responsive to var-iations in the pressure applied to the switch, said device com-prising: a second air line disposed in communication with the pressure switch and terminating in a line ending coupling adapted for connection with a source of pressurized air, said second air line being normally closed to the passage of air while accomo-dating air flow when connected with said source, whereby a test pressure applied by said source may be transmitted to the pres-sure switch; a pair of electrical conductors coupled with the electric circuit on opposite sides of the switch contact and terminating in respective circuit ending terminals said terminals being normally unconnected with other circuitry and adapted for connection with electrical testing equipment to cooperate there-with in a manner to detect opening and closing of the switch contact; and means mounting said coupling and terminals in prox-imity to one another.
2. A device as set forth in claim 1, wherein said mounting means includes a test panel on which said coupling and terminals are mounted in close proximity to one another.
3, A device as set forth in claim 1, including: a second coupling communicating with said air source, whereby the first mentioned coupling and said second coupling may be disposed in communication with one another to transmit the test pressure to the switch; and means mounting said second coupling in proximity to the first mentioned coupling.
4. A device as set forth in claim 1, including a pressure line leading between a portion of the brake system and the pres-sure switch to transmit pressure therebetween, said second air line connecting with said pressure line at the end of the second air line opposite said coupling.
5. A device as set forth in claim 1, wherein said coupling comprises a check valve for closing said air line, said check valve being adapted to open in response to said coupling being joined with a mating coupling.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US880,182 | 1978-02-22 | ||
| US05/880,182 US4156864A (en) | 1978-02-22 | 1978-02-22 | Pressure switch checking device for locomotives |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1111498A true CA1111498A (en) | 1981-10-27 |
Family
ID=25375664
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA321,593A Expired CA1111498A (en) | 1978-02-22 | 1979-02-15 | Pressure switch checking device for locomotives |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US4156864A (en) |
| JP (1) | JPS54126302A (en) |
| CA (1) | CA1111498A (en) |
| DE (1) | DE2906455A1 (en) |
| GB (1) | GB2023850B (en) |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT394693B (en) * | 1986-04-28 | 1992-05-25 | Knorr Bremse Ag | Test stand for airbrakes |
| US5005006A (en) * | 1990-01-05 | 1991-04-02 | Ratcliff Kenneth W | Electronic control for a fluid system |
| JP2952798B2 (en) * | 1993-04-14 | 1999-09-27 | 本田技研工業株式会社 | Failure detection method in fluid pressure system and fluid pressure brake system for vehicle |
| US5747685A (en) * | 1995-07-20 | 1998-05-05 | Westinghouse Air Brake Company | Automated terminal test procedure |
| US5714684A (en) * | 1996-03-25 | 1998-02-03 | Westinghouse Air Brake Co. | Test plat adapter for manual single car tester |
| US5709436A (en) * | 1996-12-17 | 1998-01-20 | Westinghouse Air Brake Company | Arrangement for connecting a test device to a railroad car brake control valve device |
| US6094977A (en) * | 1998-09-23 | 2000-08-01 | New York Air Brake Corporation | Brake cylinder leakage test method and device |
| US6269682B1 (en) * | 1999-06-03 | 2001-08-07 | New York Air Brake Corporation | Portable single car test device |
| US6704682B2 (en) * | 2001-07-09 | 2004-03-09 | Angela E. Summers | Dual sensor process pressure switch having high-diagnostic one-out-of-two voting architecture |
| CN102607868A (en) * | 2012-03-13 | 2012-07-25 | 长春轨道客车股份有限公司 | Function detection method of air suspension system |
| CN104697759A (en) * | 2013-12-06 | 2015-06-10 | 珠海格力电器股份有限公司 | Pressure switch service life test tooling |
| US10214195B1 (en) | 2017-08-30 | 2019-02-26 | Westinghouse Air Brake Technologies Corporation | Automatic brake control valve test unit for railway vehicle |
| US10543827B2 (en) | 2017-08-30 | 2020-01-28 | Westinghouse Air Brake Technologies Corporation | System for accessing integral pressures of brake control valve |
| CN111273096B (en) * | 2018-12-04 | 2021-11-23 | 西安高压电器研究院有限责任公司 | Electric test device of thyristor valve and power supply device thereof |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE7419810U (en) * | 1974-12-19 | Institut Fuer Die Wirtschaftliche Loesung Von Sicherheit | Central test connection fitting for a vehicle brake system | |
| DE1835729U (en) * | 1960-02-12 | 1961-07-27 | Rau Swf Autozubehoer | OUTPUT CRANK IN A WIPER MOTOR FOR MOTOR VEHICLES. |
| GB1524963A (en) * | 1974-09-05 | 1978-09-13 | Girling Ltd | Brake pressure failure circuit for multi-line brake systems |
-
1978
- 1978-02-22 US US05/880,182 patent/US4156864A/en not_active Expired - Lifetime
-
1979
- 1979-02-13 GB GB7905003A patent/GB2023850B/en not_active Expired
- 1979-02-15 CA CA321,593A patent/CA1111498A/en not_active Expired
- 1979-02-20 DE DE19792906455 patent/DE2906455A1/en not_active Ceased
- 1979-02-22 JP JP2018379A patent/JPS54126302A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| GB2023850B (en) | 1982-06-23 |
| JPS54126302A (en) | 1979-10-01 |
| DE2906455A1 (en) | 1979-08-30 |
| US4156864A (en) | 1979-05-29 |
| GB2023850A (en) | 1980-01-03 |
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| Date | Code | Title | Description |
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| MKEX | Expiry |