MXPA98009783A - High wat electric flow control valve - Google Patents

Abstract

The present invention relates to an electrically activated valve installation for controlling a fluid under pressure, said electrically activated valve arrangement comprising: (a) a fluid containment structure, (b) a diaphragm valve positioned within said fluid structure, and containment of the fluid, said diaphragm valve including: (i) a control chamber, (ii) a diaphragm positioned adjacent to said control chamber, said control chamber being on a first side of said diaphragm, said diaphragm having a surface of sealing the diaphragm on a second side thereof, (iii) a flow barrier on a second side of said diaphragm, said flow barrier having a sealing surface for cooperating with said sealing surface of said diaphragm, (iv) a first passage having a portion thereof positioned on said second side of said diaphragm on a first side of said flow barrier, (v) a second passageway which e has a portion thereof positioned on said second side of said diaphragm on a second side of said flow barrier, said diaphragm having at least a first portion wherein there is a first space between said sealing surface of the diaphragm and said sealing surface of said flow barrier, so as to provide fluid communication between said first passage and said second passage, said diaphragm also having a second position wherein said sealing surface of said diaphragm is seated against said sealing surface of said barrier of flow, thus avoiding communication of fluid between said first passage and said second passage; (vi) said positions, first and second, of said diaphragm being determined by a control pressure in said control chamber in relation to a combination of a first pressure in said first passage, and a second pressure in said second passage; (c) a third passage having a third passage; pressure, said third passage connected to said control chamber of said diaphragm valve, so that said control pressure is approximately equal to said third pressure in said third passage; (d) an electrically activated valve placed within said structure of said valve; containment of the fluid, said valve electrically activated in response to an electrical signal to control fluid communication between said third passage and a fourth passage having a fourth pressure, so that when said electrically activated valve is activated, said control pressure generally equal said fourth pressure of said fourth passage: (e) an alternating pressure control path connected to said third passage and a fifth passage having a fifth pressure, so that when said electrically activated valve is deactivated, said third pressure and said control pressure is generally equalized with said fifth pressure, and (f) by means of which said electrically activated valve controls said control pressure and therefore controls said fluid communication between said first passage and said second passage

Description

LOW-FAST, HIGH-FLOW ELECTRICAL CONTROL VALVE FIELD OF THE INVENTION The present invention relates generally to brake systems using both electrical and fluid signals and more particularly, this invention relates to a high-flow electrical control valve. , of low wattage for use in an electro-pneumatic railway brake control system. BACKGROUND OF THE INVENTION In the conventional rail compressed air brake system, as developed from the Westinghouse compressed air brake, there is a compressed air line of the brake line, which passes from the main locomotive and vehicle to vehicle below the train composition length and provides two basic functions. First, the air from the brake pipe is used to load compressed air containers placed in each of the rail cars. The air stored in these containers provides the necessary energy to apply the brake shoes when a brake application is required. When the train runs normally and no brake application is needed, a high pressure, typically of approximately 90 psi for freight trains and approximately 110 psi for passenger trains, exists in the compressed-air brake line. The containers in the wagons are loaded at the same pressure as the air in the braking pipe. Second, when a brake application is required, air is vented from the compressed air line of the brake line through a valve located in the main locomotive. This causes the compressed air pipe of the brake pipe to be reduced by a controlled amount. In the individual wagons of the train, this pressure reduction is used as a signal to apply the brakes. In this case, the valving in the wagons uses the compressed air in the containers to supply air to the brake cylinders, which in turn, apply a force to the brake shoes in order for the brakes to be applied. Although this system of conventional compressed air brake was a huge improvement over the previous technique to this, however it had some characteristics where improvement was possible. On the one hand, the time required for a pressure decrease to propagate below the wagon piping on a long freight train is relatively long. For example, the time to complete a full service application would be about one minute for a one mile long train. Therefore, when a brake application is required, it takes some time before all the brakes on the train are applied. This is the case for both emergency and normal brake applications, although emergency applications are completed in less than half the time required for service applications. There are also some operational difficulties due to the fact that the same compressed air pipe is used both for loading the air containers in the wagons, and for signaling an application of the brake. When a brake application is made, some of the air in the air containers in the wagons becomes exhausted. Because the pressure in the compressed air brake line has been reduced to signal the application of the brake, there is not enough air pressure in the compressed air line of the brake line to recharge the air in the containers. The air in the containers can not be recharged at its initial pressure while the air pressure in the brake line is low to apply the brakes. Another restriction of conventional air brakes designed for use on very long trains, is that they must be of the direct discharge type, this means that, while the brakes can be applied in stages, when a brake release is made, the brakes must be released completely.

A necessary practice, which originates from this aspect of conventional compressed air brake systems, is the practice of mechanical braking. This is the case in which the driver, when starting to descend a slope, makes an application of the brake that is too heavy for a section of the slope, so that the train does not maintain its preferred speed. In this case, the engineer can apply the motor power to maintain the speed. Therefore, the brakes and the locomotive work opposite each other. The fuel is worn out and the brake shoes wear out. One method for decreasing the time needed for the brake application signal to reach the remote portions of the train is to provide a radio link so that when a signal originates from a main locomotive to apply the brakes, a signal is transmitted. radio signal that is received at some distance below the pipe of the wagons. Where the signal is received, it causes local ventilation of the brake pipe, so that the brakes are applied more quickly. The WABCO EPIC braking system, for example, can be operated with a radio link for this purpose. (Registered trademark of Westinghouse Air Brake Company). The radio proposal may have difficulty due to the terrain intervening between the locomotive and the remote receiver, causing the remote unit to fail to discharge the pressure from the brake pipe. However, some systems use electric train lines, which are electrical cables connected between wagons below the train's length. These electrical cables carry signals to the electro-pneumatic valves, which ventilate the air from the brake line at many points along the train and, therefore, cause a more uniform and relatively rapid brake application. Either of these approaches, the radio link or the train line link, can improve the response time of the system. However, the operational difficulty of not being able to reduce partially or gradually an application of the brake that is being applied, is not solved by shortening the time necessary for the brake pipe pressure to decrease. The invention taught in the co-pending patent application referred to above, will normally remove the need for air discharged from; the braking pipe. It uses an electrical signal to directly open the application valves between the air containers in railway vehicles, to apply air pressure to the brake cylinders in the vehicles, or to extract air from such brake cylinders to release the brakes.

Normally, the air in the brake line is not ventilated. However, if the electrical signal system fails and a brake application is needed, the locomotive discharges the air from the brake line and the system works as in the conventional compressed air brake system. SUMMARY OF THE INVENTION In a first aspect, the present invention provides an electrically activated valve installation for controlling a fluid. The valve installation includes a diaphragm with a control chamber on a first side and a surface that seals the diaphragm on the second side. Such a valve has a flow barrier on the second side, which has a sealing surface for sealing against the sealing surface of the diaphragm. The portions of a first flow passage, and a second flow passage, are located on the second side of the diaphragm, with the flow barrier placed between them. The diaphragm has at least one first position in which there is a passage of fluid flow! in a space between the sealing surface of the diaphragm, and the sealing surface of the flow barrier so that fluid communication is provided between the first flow passage and the second flow passage. The diaphragm also has a second position in which the sealing surface of the diaphragm fits against the sealing surface of the flow barrier, thus closing such fluid communication between the first flow passage and the. second flow step. The position of the diaphragm is determined by a control pressure in the control chamber, in relation to a first pressure in the first flow passage, and a second pressure in the second flow passage by means of which, within a range of pressures for the first pressure and the second pressure, the pressure in the control chamber controls the fluid communication between the first flow passage and the second flow passage. The valve installation also has a third passage having a third pressure, the third passage being connected to the control chamber of the diaphragm valve, so that the control pressure is approximately equal to the third pressure in the third passage. The valve installation also has an electrically activated valve located within the fluid containment structure. The electrically activated valve responds to an electrical signal to open a second space, to provide fluid communication between the third passage and a fourth passage having a fourth pressure, so that when the electrically activated valve is activated, the pressure of control becomes approximately equal to the fourth pressure of the fourth passage. There is also a path of control of the alternating pressure connected to the third passage and a fifth passage having a fifth pressure, so that when the electrically activated valve is deactivated, the third pressure and the control pressure are approximately equal to the fifth pressure. In this way, the electrically activated valve controls the control pressure, and therefore controls the fluid communication between the first passage and the second passage. In another embodiment, the invention is an electrically activated brake valve installation for a pneumatic brake system in a railway vehicle. The installation has an electropneumatic service brake valve that has an electric service valve connected to control the pressure in a service control chamber of a service diaphragm valve, the service diaphragm valve having a first flow passage of service connected to an auxiliary vessel of the railway vehicle, and a second service flow step connected; to a pressure line of the brake cylinder, so that an electrical signal to the electric service valve controls the flow of air to the pressure line of the brake cylinder, to make an application of the service brake. The installation also has an electro-pneumatic emergency brake valve that has an electric emergency valve connected to control the pressure in an emergency control chamber of an emergency diaphragm valve, the emergency diaphragm valve having a first flow step of emergency connected to an emergency container of the railway vehicle, and a second emergency flow step connected to a pressure line of the brake cylinder, so that an electrical signal to the emergency electric valve controls the air flow to the pressure line of the brake cylinder, to make an application of the emergency brake. The installation also has an electropneumatic discharge valve having an electric discharge valve connected to control the pressure in a discharge control chamber of a discharge diaphragm valve, the discharge diaphragm valve having a first discharge flow passage connected to an exhaust, and a second discharge flow step connected to the pressure line of the brake cylinder, | so that an electrical signal to the electric discharge valve controls the flow of air coming from the pressure line of the brake cylinder. brake cylinder towards the exhaust. OBJECTS OF THE INVENTION It is therefore one of the primary objects of the present invention to provide a fluid flow control valve arrangement, which can either be opened or closed by a relatively low wattage electrical signal. Another object of the present invention is to provide an electrically controlled low-wattage valve installation, to admit a high fluid flow from a source of pressurized fluid to a closed volume, at which the pressure is controlled. A further object of the present invention is to provide a pressure application valve installation, which is closed in the absence of an electrical signal that is applied to it, and which is opened when an electrical signal is applied to it. A further object of the present invention is to provide a pressure relief valve installation, which opens in the absence of an electrical signal that is being applied to it, and which is closed when an electrical signal is applied to it. . Still another object of the present invention is to provide an electrically controlled low-wattage valve installation, for discharging the fluid at a high velocity from a closed volume, at which the pressure is controlled.

Still another object of the present invention is to provide a low-wattage, electrically controlled brake valve installation for admitting brake fluid to a brake cylinder of a vehicle. It is a further object of the present invention to provide a low-wattage, electrically controlled brake valve installation for discharging the brake fluid from a brake cylinder of a vehicle. It is a further object of the present invention to provide an electrically controlled low-wattage valve installation, both for supplying brake fluid to a brake cylinder of a vehicle, and for also discharging the brake fluid from the brake cylinder. It is also an object of the present invention to provide an electrically activated brake valve installation having a service valve, an emergency valve, and a discharge valve; an electric immobilizer being provided so that when an application of the service brake is in effect, or an emergency brake application is in effect, the discharge valve closes. In addition to the various advantages and objects of the present invention, which have been described in general above, there will be other advantages and different objects of the invention that will be readily apparent to those persons who are experts in the relevant matter from the following description. of the invention, particularly when the detailed description is taken in conjunction with the figures of the accompanying drawings and the appended claims. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a cross-sectional view showing a currently preferred embodiment of a pressure application valve installation, according to the present invention in a closed, deactivated configuration. Figure 2 is a cross-sectional view showing the installation of pressure applying valve, illustrated in Figure 1, in an open position, activated to apply pressure. Figure 3 is a cross-sectional view showing a currently preferred embodiment of a pressure relief valve installation according to the present invention in an open position, deactivated to release pressure. Figure 4 is a cross-sectional view showing the installation of a pressure relief valve, illustrated in Figure 3, in a closed, activated position.

Fig. 5 illustrates a flow barrier and its sealing surface used in the valve installations illustrated in Figs. 1-4. Figure 6 illustrates an emergency brake application valve in an open position, activated to make an application of the emergency brake. Figure 7 illustrates a service brake application valve in an open position, activated to make an application of the service brake. Figure 8 illustrates a brake release valve in a closed, activated position. Figure 9 shows an electro-pneumatic brake valve installation having, an emergency brake valve, a service brake valve, and a discharge valve. Figure 10 is a schematic diagram of a currently preferred electric immobilizer, according to the present invention to prevent simultaneous application and release of a brake system. BRIEF DESCRIPTION OF CURRENTLY PREFERRED MODALITIES AND OF VARIOUS ALTERNATIVES OF THE INVENTION Before proceeding to the much more detailed description of the present invention, it should be noted that the identical components having identical functions have been identified with identical reference numbers through all the various views illustrated in the figures. of the drawings, for reasons of clarity and understanding of the invention. Reference is now made to Figures 1 to 9 of the drawings. These figures show an electrically activated valve installation generally indicated 10 in Figures 1 and 2, 60 in figures 3 and 4, 120 in figures 6 and 9, 100 in figures 7 and 9, and 140 in figures 8 and 9. The installation of electromagnetic valve 10, 60, 120, 100, or 140 is to control a fluid. This is placed within a fluid containment structure such as 11 in Figures 1 and 2, 61 in Figures 3 and 4, or 163 in Figures 6, 7, 8, and 9. The electrically activated valve installation 10 , 60, 120, 100, or 140, has a diaphragm valve such as 20 in Figures 1 and 2, 70 in Figures 3 and 4, or as 125, 105, or 145 in Figures 6, 7, 8, and 9. This has a diaphragm such as 27 shown in Figures 1, 2, 3, and 4, or diaphragm 101, 121, or 141 as shown in Figures 6, 7, 8, | and 9. The diaphragm is adjacent to a control chamber such as 26 in Figures 1, 2, 3, and 4, or as 117, 137 or 156 in Figures 6 7/8, and 9. Details of the Diaphragm valve are best seen in Figures 1, 2, 3, and 4. Figure 1 shows a diaphragm valve 20 in a closed position, and Figure 2 shows the diaphragm valve 20 in an open position. Fig. 3 shows the diaphragm valve 70 in a closed position, and Fig. 4 shows the diaphragm valve 70 in an open position. These figures show the control chamber 26 on a first side 28 of the diaphragm 27. The diaphragm 27 also has a sealing surface of the diaphragm 32 on a second side 30 of the diaphragm 27. A flow barrier 23 is on a second side 30. of the diaphragm 27. The flow barrier 23 has a sealing surface 22 (seen in Figures 2 and 4) to seal it against the sealing surface of the diaphragm 32. The diaphragm valves 20 and 70 have a first passage 12 having a position thereof 13, on the second side 30 of the diaphragm 27 on a first side 24 of the flow barrier 23. The diaphragm valves 20 and 70 also have a second passage 14 having a portion located on the second side 30 of the diaphragm 27, on the second side 25 of the flow barrier 23. The diaphragm 27 has at least a first position, shown in Figures 2 and 4, where there is a space 21 between the sealing surface 32 of the diaphragm 27 and the surface from sealing 22 of the flow barrier 23, so as to provide fluid communication between the first passage 12 and the second passage 14.

The diaphragm 27 also has a second position, shown in Figures 1 and 3, wherein the sealing surface 32 of the diaphragm 27 sits against the sealing surface 22 of the flow barrier 23 thus preventing fluid communication between the first passage 12 and the second passage 14. The location of the diaphragm 27 is determined by a control pressure in the control chamber 26 in relation to a first pressure in the first passage 12, and a second pressure in the second passage 14. Of this In this manner, the pressure in the control chamber 26 controls the fluid communication between the first passage 12 and the second passage 14. The installations of the valve 10 and 60 also have a third passage 46 having a third pressure, the third connecting to the third. passage 46 to the control chamber 26 of the diaphragm valve 20 or 70, so that the control pressure is approximately equal to the third pressure in the third passage 46. The installations of the valve 10 and 60 also have an electrically activated valve 40 located within the fluid containment structure 11 or 61. The electrically activated valve 40 is responsive to an electrical signal supplied in the spool 42 to move the magnetic shuttle 44 to open a second space 67, which is observed in figures 2 and 4, to provide - In ¬ fluid communication between the third passage 46 and a fourth passage 48 having a fourth pressure, so that when the electrically activated valve 40 is activated, the control pressure becomes approximately equal to the fourth pressure of the fourth passage 48. When the electrically activated valve 40 is deactivated, the spring 76 presses the magnetic shuttle 44 to close the space 67. In the deactivated condition, the elastic insert 62 is pressed against the sealing surface 66 of the electrically activated valve 40 to close the space 67 The installations of the valve 10 and 60 also have an alternating pressure control path 47 connected to the third passage and a fifth passage 52 having a fifth pressure, so that when the electrically activated valve 40 is deactivated, the third pressure and the control pressure are approximately equal to the fifth pressure; and whereby the electrically activated valve 40 controls the control pressure and therefore controls the fluid communication between the first passage 12 and the second passage 14. When the electrically activated valve 40 is deactivated, the elastic insert 64 is pressed against the valve seat 68 to close the space 69. The diaphragm valve 20, 125, or 105, in alternative embodiments, includes a regulator such as 34 shown in Figure 1, 123 shown in Figure 6, or 103 shown in Figure 7, which is placed in the first passage 12, 122, or 102 to control a fluid communication speed through the diaphragm valve. Preferably, the diaphragm shown in Figures 1, 2, 3, and 4 as 27, has a diaphragm reinforcing member 29 on the first side 28 of the diaphragm 27. Following the prior art, preferably the diaphragm reinforcement member 29 is of bronze, which is attached to the diaphragm 27. Figure 5 shows the sealing surface 22 of the flow barrier 23. The sealing surface 22 is essentially a valve seat for the diaphragm 27 to adjust. The sealing surface 22 is preferably formed as a closed figure, of a portion of the flow barrier 23 closing a portion of the second passage 14, and a portion 13 of the first passage 12 closing a portion of the flow barrier. Preferably, the sealing surface 22 of the flow barrier 23 is formed as a circular ring. Figures 1 and 2 show the spring 19 being pressed against the diaphragm 27 to deflect it towards the sealing surface 22 of the flow barrier 23, to divert the diaphragm valve 20 towards the closed position shown in figure 1, in which it does not allow flow between the first passage 12 and the second passage 14. It is preferred that the spring 19 be placed in the control chamber 26, as shown in figures 1 and 2. Figures 3 and 4 show the diaphragm valve 70 having the spring 72 pressed against the diaphragm to deflect it away from the sealing surface 22 of the flow barrier 23, to divert the diaphragm valve 70 to the open position shown in Figure 3, in which it allows flow between the first passage 12 and the second passage 14. Figures 3 and 4 show the spring 72 located in a second passage 14, with an inner support 74 in the second passage 14 to provide a seat for the spring 72. Figures 1, 2, 3, and 4 show embodiments in which an alternating pressure control path 47 includes a third space 69 that opens when the electrically activated valve 40 is deactivated. The alternating pressure control path 47 provides fluid communication between the third passage 46 and the fifth passage 52, so that when the electrically activated valve 40 is deactivated, the third pressure and the control pressure are approximately equal to the fifth pressure of the fifth passage 52. The third space 69 is closed when the electrically activated valve 40 is activated. Figure 6 shows a modality, which is an emergency brake application valve 120 for a railway vehicle. The valve 120 is also included in Figure 9. The first emergency passage 122 is connected to an emergency compressed air container 124 of the rail vehicle and the second emergency passage 126 is connected to a brake cylinder 60 of the railway vehicle by means of the geometrical axis of the brake cylinder 162. The fourth passage of the emergency brake 128 is connected to an exhaust 130. The fifth passage of the emergency brake 132 is connected to the emergency vessel 124 of the vehicle, so that when the valve activated electrically is deactivated, the control pressure rises to about a pressure of the emergency container 124 and an external force in the diaphragm 121 closes the diaphragm valve 125 and so that when the electrically activated valve 127 is activated, the control pressure Ventilate to the fourth passage 128 and therefore to the exhaust 130, so that an external force in the diaphragm misaligns the diaphragm, opening as la the diaphragm valve 125, whereby the first emergency passage 122 is connected to the second emergency passage 124 and therefore to the pressure line of the brake cylinder, so that the emergency container 124 supplies compressed air to the brake cylinder 160. The specific details of the alternating pressure control passage 132 are shown in Figure 6. The alternating pressure control passage 132 is connected by a control regulator 134 to a high pressure source, the which is a first passage of the emergency brake 122 which is connected to the emergency container 124. The alternating pressure control passage 132 establishes the control pressure when the electrically activated emergency valve 127 is closed. The control regulator 134 is protected from debris by the filter 135 mounted between the control regulator 134 and the first step of the emergency brake 122. The emergency control regulator 134 has a much higher resistance to flow flow than the control. space 131 in electrically activated emergency valve 127, so when valve 127 is activated to open space 131, said | control pressure is approximately equal to a pressure in the fourth passage 128, which ends in the exhaust port 130. Figure 7 shows an electrically activated valve installation 100 connected as a service brake application valve in a railway vehicle. The valve installation 100 is also shown in Figure 9. The first passage of the service brake 102 is connected to an auxiliary compressed air vessel 104 of the rail vehicle. The second passage of the service brake 106 is connected to the brake cylinder pressure line 162 of the rail vehicle. The fourth passage of the service brake 108 is connected to an exhaust 110. The fifth passage 112 is connected to the auxiliary vessel 104 of the rail vehicle, so that when the electrically activated valve 107 is deactivated, the control pressure rises to about a pressure of the auxiliary container 104 and an external force in the diaphragm 101 closes the diaphragm valve 105 and so that when the valve is activated electrically 107 is activated, the control pressure is vented to the fourth passage 108 and therefore to the exhaust 110, so that an external force in the diaphragm 101 loosens the diaphragm 101 thereby opening the diaphragm valve 105, whereby the first passage of the service brake 102 is connected to the second passage of the service brake 106 and therefore to the pressure line of the brake cylinder 162, so that the auxiliary vessel 104 supplies compressed air to the brake cylinder 160. The figure 7 shows details of the alternating pressure control passage 112, which is connected by a control regulator 114 to a high pressure source which is the first passage of The service brake 102, which is connected, to the auxiliary vessel 104. The alternating pressure control passage 112 establishes the control pressure when the electrically activated service valve 107 is closed. The service control regulator 114 is protected from debris by the filter 115 mounted between the control regulator 114 and the first passage of the service brake 102. The service control regulator 114 has a much higher resistance to flow flow than the space 111 in the electrically activated service valve 107, so when the valve 107 is activated to open the space 111, said control pressure is approximately equal to a pressure in the fourth passage 108, which ends in the exhaust port 110. Figure 8 shows the installation of electrically activated valve 140 according to the present invention, which is connected as a discharge valve in a compressed air brake system of the railway vehicle. The valve installation 140 is also included in Figure 9. The first passage of the discharge valve 142 is connected to the exhaust 144. The second passage of the discharge valve is connected to a pressure line of the brake cylinder 162 of the vehicle. railway. The fourth passage of the discharge valve 148 is connected to a high pressure source, which is an auxiliary vessel 104. The fifth passage of, the discharge valve 150 is connected to an exhaust 151, so that when the valve electrically activated 147 is deactivated, the control pressure is vented to the fifth passage 150 and therefore to the exhaust 151, so that an external force in the diaphragm 141 disengages the diaphragm, whereby the first passage of the discharge valve 142 is connected to the second passage of the discharge valve 146, so that the brake cylinder is emptied through the pressure line of the brake cylinder 162. When the electrically activated valve 145 is activated, the control pressure is connects the high pressure source 104 through the fourth passage 148, so that an external force in the diaphragm closes the diaphragm valve 145, so that the brake cylinder 160 does not empty. Figure 9 shows the installation of electrically activated brake valve 170 for a pneumatic brake system comprised in a railway vehicle. The portions of this installation are also shown in Figures 6, 7, and 8. The installation 170 has an electropneumatic service brake valve 100 having an electrical service valve 107 connected to control the pressure in a service control chamber. 117 of a service diaphragm valve 105. The service diaphragm valve 105 has a first service flow passage 102 connected to an auxiliary vessel 104 of the rail vehicle. The service diaphragm valve 105 also has a second service flow passage 106 connected to a pressure line of the brake cylinder 162, so that an electrical signal to the electric service valve 107 controls the air flow for the pressure line of the brake cylinder 162, to make an application of the service brake. The electrically activated brake valve installation 170 also has an electro-pneumatic emergency brake valve installation 120 having an emergency electric valve 127 connected to control the pressure in an emergency control chamber 137 of an emergency diaphragm valve 125. The emergency diaphragm valve 125 has a first emergency flow passage 122 connected to an emergency vessel 124 of the rail vehicle, and a second emergency flow passage 126 connected to the pressure line of the brake cylinder 162, a so that an electrical signal to the emergency electric valve 127 controls the air flow for the pressure line of the brake cylinder 162, to make an application of the emergency brake.

The electrically activated brake valve installation 170 also has an electropneumatic discharge valve installation 140, which has an electrical discharge valve 147 connected to control the pressure in a discharge control chamber 157 of a discharge diaphragm valve 145. The discharge diaphragm valve 145 has a first discharge flow passage 142 connected to an exhaust 144, and a second discharge flow passage 146 connected to the pressure line of the brake cylinder 162, so that an electrical signal towards the discharge electric valve 147 controls the flow of air from the pressure line of the brake cylinder 162 to the exhaust 144. The pressure line of the brake cylinder 162 is connected to the brake cylinder 160. Figure 10 shows an immobilizer electrical, generally designated as 90. It is connected to a line of the application signal of the service brake 82, to the signal line of discharge 86 and one line of the application signal of the emergency brake 84. In addition, such an immobilizer 90 can be connected to common lines 88. The common line 88 is preferably connected to ground, as shown in Figure 10. A rectifying diode 92 it applies a voltage to the line of the discharge signal 86, each time the line of the application signal of the service brake 82 is activated.

The rectifier diode 93 applies a voltage to the line of the discharge signal 86, each time that ge activates the line of the application signal of the emergency brake 84. Preferably, a rectifier diode 91 is added to prevent reverse currents from flowing in the line of the incoming discharge signal 86. The line of the discharge signal 94 is generally activated through the rectifying diode 91 from the line of the incoming discharge signal 86. If the system has a positive common and signals with negative voltages on lines 82, 84, and 86, then the directions of the > s Diodes 91, 92, and 93 will be reversed. The line of the application signal of the service brake 82 is connected to a coil 109 in the electric valve 107. The line of the application signal of the emergency brake 84 is connected to the coil 129 in the electric valve 127. The line of the discharge signal 94 is connected to the coil 149 in the electric valve 147. It should be noted that in the electrically activated brake valve installation 170 described above, an application of the service brake can be made using either the container fluid service 104, or emergency container 124. If the emergency container 124 is used for a service brake application, the service container 104 may be reserved for an application of the emergency brake. The currently most preferred embodiment of the invention is the electrically activated brake valve installation 170 described above, which combines the functions of the discharge, emergency, and service valve in a single housing 163. The housing 163 is preferably formed as a block of flow. Although a currently preferred embodiment and various additional alternatives of the present invention have been described in detail above, according to the patent statutes, it should be recognized that various other adaptations and modifications of the invention can be made by those persons who are experts in the art. relevant without departing from the spirit of the invention, or the scope of the appended claims.

Claims (19)

1. NOVELTY OF THE INVENTION Having described the present invention, it is considered as a novelty and therefore, the property described in the following claims is claimed as property. An electrically activated valve arrangement for controlling a fluid under pressure, said electrically activated valve arrangement comprising: (a) a fluid containment structure; (b) a diaphragm valve positioned within said fluid containment structure, including said diaphragm valve; (i) a control chamber, (ii) a diaphragm positioned adjacent said control chamber, said control chamber being on a first side of said diaphragm, said diaphragm having a sealing surface of the diaphragm on a second side thereof, (iii) a flow barrier on a second side of said diaphragm, said flow barrier having a sealing surface for cooperating with said sealing surface of said diaphragm, (iv) a first passage having a portion thereof positioned in said second ladp of said diaphragm on a first side of said flow barrier, (v) a second passage having a portion thereof positioned on said second side of said diaphragm on a second side of said flow barrier, said diaphragm having at least a first portion where there is a first space between said surface. of sealing the diaphragm and said sealing surface of said flow barrier, so that fluid communication is provided between said first passage and said second passage, said diaphragm also having a second position wherein said sealing surface of said diaphragm is seats against said sealing surface of said flow barrier, thus preventing fluid communication between said first passage and said second passage; (vi) said positions, first and second, of said diaphragm being determined by a control pressure in said control chamber in relation to a combination of a first pressure in said first passage, and a second pressure in said second passage; (c) a third passage having a third pressure, said third passage connected to said control chamber of said diaphragm valve, so that said control pressure is approximately equal to said third pressure in said third passage; (d) an electrically activated valve positioned within said fluid containment structure, said valve electrically activated in response to an electrical signal to control fluid communication between said third passage and a fourth passage having a fourth pressure, in order to that when said electrically activated valve is activated, said control pressure generally equals said fourth pressure of said fourth passage; (e) an alternating pressure control path connected to said third passage and a fifth passage having a fifth pressure, so that when said electrically activated valve is deactivated, said third pressure and said control pressure generally equals said fifth pressure; and (f) whereby said electrically activated valve controls said control pressure and therefore controls said fluid communication between said first passage and said second passage. An electrically activated valve assembly according to claim 1, characterized in that said valve installation further includes a regulator positioned in said first passage to control a fluid communication speed through said diaphragm valve. An electrically activated valve assembly according to claim 1, characterized in that said diaphragm has a diaphragm reinforcing member fixed to said first side of said diaphragm. An electrically activated valve assembly according to claim 1, characterized in that said sealing surface of said flow barrier is formed as a closed figure, closing a portion of said flow barrier, a portion of said second passage, and a portion of said first passage closing a portion of said flow barrier. An electrically activated valve assembly according to claim 4, characterized in that said sealing surface of said flow barrier is formed as a circular ring. An electrically activated valve assembly according to claim 1, characterized in that said diaphragm valve further includes a spring which is pressed against said diaphragm to deflect it towards said sealing surface of said flow barrier, to deflect said diaphragm valve to a closed position in which does not allow the flow between said first passage and said second passage. 7. An electrically activated valve installation according to claim 6, characterized in that said spring is placed inside said control chamber. An electrically activated valve assembly according to claim 1, characterized in that said diaphragm valve further includes a spring which is pressed against said diaphragm to deflect it away from said sealing surface of said flow barrier, to divert said diaphragm valve to an open position, in which it allows the flow between said first passage and said second passage. 9. An electrically activated valve assembly according to claim 8, characterized in that said spring is positioned within said second passage. An electrically activated valve assembly according to claim 9, characterized in that it further has an interior support in said second passage to provide a seat for said spring. An electrically activated valve assembly according to claim 1, characterized in that said electrically activated valve when deactivated has a third space placed in said alternating pressure control passage to provide fluid communication between said third passage and said fifth passage, to so that when said electrically activated valve deactivates said third pressure and said control pressure are approximately equal to said fifth pressure of said fifth passage, said third space closing when said electrically activated valve is activated. 12. An electrically activated valve assembly according to claim 1, characterized in that said alternating pressure control path includes a control regulator connected to said fifth passage, so as when said electromagnetic valve is deactivated so that said second space is closed, said control pressure in said control space is approximately equal to said fifth pressure due to the flow through said control regulator, said control regulator having a much higher resistance to the flow of said fluid than said second space, in order to that when said electromagnetic valve is activated to open said second space, said pressure in said control space is approximately equal to said fourth pressure in said fourth passage due to the flow through said second space. 13. An electrically activated valve assembly according to claim 12, characterized in that said alternating pressure control path has a filter to prevent the foreign material from occluding said control regulator. 14. An electrically activated valve assembly according to claim 13, characterized in that said filter is placed between said control regulator and said fifth passage. 15. An electrically activated valve assembly according to claim 1, connected as an application valve of the service brake in a railway vehicle, the first passage being connected to an auxiliary compressed air vessel of such railway vehicle, said second passage being connected to a brake cylinder of such railway vehicle, said fourth passage being connected to an exhaust, said fifth passage being connected to such auxiliary container of such vehicle, so that when said electrically activated valve is deactivated, said control pressure rises to about a pressure of such auxiliary vessel, and an external force in said diaphragm closes said diaphragm valve, and in order to that when said electrically activated valve activated, said control pressure is ventilated to said fourth passage and therefore to said exhaust, so that an external force in said diaphragm misaligns said diaphragm thus opening said diaphragm valve, whereby said first passage is connected to said diaphragm. said second passage and therefore to said brake cylinder, so that such an auxiliary vessel supplies compressed air to such a brake cylinder. 16. An electrically activated valve assembly according to claim 1, connected as an emergency brake application valve in a railway vehicle, said first passage being connected to an emergency compressed air container of such railway vehicle, said second passage being connected to a brake cylinder of such railway vehicle, said fourth passage being connected to an exhaust, said fifth passage being connected to such an emergency container of such a vehicle, so that when said electrically activated valve is deactivated, said control pressure rises to approximately a pressure of such emergency container, and an external force in said diaphragm closes said diaphragm valve, and so that when said electrically activated valve is activated, said control pressure is ventilated to said fourth passage and therefore to said exhaust , so that an external force in said diaphragm mismatches said diaphragm ragma, thereby opening said diaphragm valve, whereby said first passage is connected to said second passage, and therefore to said brake cylinder, so that said emergency container supplies compressed air to said brake cylinder. An electrically activated valve assembly according to claim 11, connected as a discharge valve in a compressed air brake system of the rail vehicle, said first passage being connected to an exhaust, said second passage being connected to a brake cylinder of such railway vehicle, said fourth passage being connected to a high pressure source of such compressed air brake system, said fifth passage being connected to an exhaust, so that when said electrically activated valve is deactivated, said control pressure is vented to said fifth passage and therefore to said exhaust, so that an external force in said diaphragm misaligns said diaphragm, whereby said first passage is connected to said second passage so that said brake cylinder is emptied, and in order to that when said electrically activated valve is activated, said control pressure is connected through said second space to said source of high pressure, so that an external force in said diaphragm presses said diaphragm against said valve seat, and said valve closes and said brake cylinder is not emptied. 18. An electrically activated brake valve installation for a pneumatic brake system in a railway vehicle, comprising: (a) an electro-pneumatic service brake valve having an electric service valve connected to control the pressure in a plenum chamber. service control of a service diaphragm valve, said service diaphragm valve having a first service flow passage connected to an auxiliary container of such a rail vehicle, and a second service flow passage connected to a pressure line of the brake cylinder, so that an electrical signal to said electric service valve controls the air flow for said pressure line of the brake cylinder, to make an application of the service brake; (b) an electro-pneumatic emergency valve having an electric emergency valve connected to control the pressure in an emergency control chamber of an emergency diaphragm valve, said emergency diaphragm valve having a first emergency flow step connected to an emergency vessel of such railway vehicle, and a second emergency flow passage connected to such pressure line of the brake cylinder, so that an electrical signal to said electric emergency valve controls the air flow for said line pressure of the brake cylinder, to make an application of the emergency brake; (c) an electropneumatic discharge valve having an electric discharge valve connected to control the pressure in a discharge control chamber of a discharge diaphragm valve, said discharge diaphragm valve having a first discharge flow passage connected to an exhaust, and a second discharge flow passage connected to such pressure line of the brake cylinder, so that an electrical signal to said electric discharge valve controls the flow of air from said brake cylinder pressure line towards said escape. 19. An electrically activated brake valve installation according to claim 18, characterized in that it further has an electric immobilizer, so that when said electric service valve is activated, or said electric emergency valve is activated, said electric discharge valve activate SUMMARY The invention provides an electrically activated valve installation for controlling a fluid. It has a diaphragm with a control chamber on one side and a flow barrier on the second side. The portions of a first flow passage and a second flow passage are on the second side of the diaphragm, with the flow barrier between them. When the control chamber has a relatively high pressure, the diaphragm is pressed against the flow barrier, isolating the first flow passage from the second flow passage. When the control chamber has a relatively low pressure, the diaphragm moves away from the flow barrier, so the flow can occur between the first flow passage and the second flow passage. The position of the diaphragm is determined by the pressure in the control chamber, so that the pressure in the control chamber controls the fluid flow connection between the first flow passage and the second flow passage. The valve also has an electrically activated valve that responds to an electrical signal to control the pressure in a flow passage to the control chamber, so that when the electrically activated valve is activated, the control pressure is changed, so that the electrically activated valve controls the fluid flow connection between the first flow passage and the second flow passage,