Improvements in Automatic Air-brake Couplings.
Year: 1894

page_text: Date of Application, 8th Mar., 1894-Accepted, 9th June, 1894
COMPLETE SPECIFICATION.
Improvements in Automatic Air-brake Couplings.
We, WILLIAM ANDREW HARRIS, and BENJAMIN SAMUEL HAMPTON
HARRIS, of Spartanburg, in the County of Spartanburgh, and State of South
Carolina, United States of America, Gentlemen, do hereby declare the nature of
this invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
This invention relates to brakes of that class in which the brakes are applied by
the escape of fluid from the brake-pipes, and the essential features thereof are,
first, to produce automatic means for applying the brakes of cars when the same
are disconnected; secondly, means for automatically coupling the coupling-heads
of several cars, and third, to provide means for automatically opening the valves
at the coupling of the heads.
With these objects in view the invention consists in certain features of
construction hereinafter specified and particularly pointed out in the claims.
Referring to the drawings:
Fig. 1 is a side elevation showing our invention applied to a locomotive, tender
and car.
Fig. 2 is a bottom plan view of a tender and a portion of an engine the same
illustrating our invention as applied to a Westinghouse brake mechanism.
Fig. 3 is a side elevation of the system of pipes employed.
Fig. 4 is a perspective view of two coupling-heads, the same being connected and
embodying a portion of our invention.
Fig. 5 is a similar view of one of the coupling heads.
Fig. 6 is a longitudinal vertical section of two adjacently situated coupling-heads,
the same being in the act of coming together but not in contact.
Fig. 7 is a perspective view of that valve employed in connection with the brake-
pipe, the component parts being separated.
Fig. 8 is a similar view of that valve employed in the equalizer-pipe, the
component parts being separated.
Fig. 9 is a sectional view of a valve employed in connection with the equalizer-
pipe running from the drum or it may be from the pump.
Fig. 10 is a sectional view of the lower half of one of the coupling-heads similar
to Fig. 3 the valve being shown locked in an open position, which is the position of
said valve when two heads are contacting.
Fig. 11 is a vertical longitudinal sectional view through two coupling-heads in
the act of contacting or coupling, but now out of contact, showing a modified form
of valve locking and releasing mechanism.
Fig. 12 is a similar view of the same, illustrating the lower portions of one of said
heads, the parts being shown in the position they occupy when said heads have
actually contacted.
Fig. 13 is a detail of the locking piston.
Fig. 14 is a detail of the valve employed in the lower chamber of a coupling-head,
the parts composing the valve being separated.
Fig. 15 is a central vertical section of our coupling-heads showing another
modification of the invention with the automatic valves closed.
Fig. 16 is a central section of the same showing the same valves open, that is to
say, in the position they are held in when two coupling-heads are engaged.
Fig. 17 shows a detail.
Fig. 18 is a face view of a portion of a coupling-head showing the disk or valve
proner

page_text: Fig. 19 is a vertical detail section of the lower end of the tube by which the
chambers of the coupling-head are connected.
Like numerals of reference indicate like parts in all the figures of the drawings.
1 designates the coupling-heads, each having rearwardly and laterally extending
flanges or plates 2, the same being horizontally disposed and at a right angle to
said heads. To the rear ends of the plates 2 are pivoted the front bifurcated ends
of bars 4 which extend rearward under the frame of the car and are encircled by
coiled springs 5 to thereby give reciprocal movement as well as lateral to com-
pensate for the movements of the car during travel. To assist in the vertical
movement of said coupling-heads suitable stirrups or yokes 4ª are provided as
shown in Fig. 6 of the drawings. From the sides of the plates 2 project eye-
bolts 6, to which are connected chains 7 said chains extending rearward and
connected at some distance back of the car frame work. Each of the heads is
provided with a pair of arms 8 the same diverging from each other, an arm being
arranged at each side of the head and reversely located at top and bottom. The
said arms 8 are arranged obliquely and project outward from said heads in upward
and downward directions, forming flared guides to effect a proper engagement of
the heads and guide them to position for the purpose of coupling. A portion of
each of the arms 8 extends outward from the flange 2 in a plane parallel therewith
and close to the edges of said heads 1, whereby parallel shoulders 9 adapted to
serve as guides and cause the heads to be brought in exact alignment, are produced.
The bottom and top portions of opposite edges of the heads I above and below the
flanges 2 are provided with flanges 10 which take over the unflanged portions of
said heads, and hence obviate lateral play of the heads independent of each other.
The upper portion of each of the heads 1 is recessed as at 12ª, and the lower
portion thereof similarly recessed as at 11ª, to receive the ends of the chambers 14
and 13 respectively, said chambers having their outer external ends threaded in
the recesses and their rear ends terminating in reduced nipples 16 and 15 respec-
tively adapted to receive the ends of rubber hose 18 and 17, said hose being sprung
thereover and over the external enlargement or boss 17* formed thereon and
maintained in position upon the nipples by means of sliding binding rings 18",
adapted to clamp the hose against said boss.
In this form of coupling an equalizer pipe is added to that commonly employed,
each of said pipes in the present instance extending to the drum usually employed
under the cab of the engine, or they may extend to the pump, it being understood
that this pipe is in addition even when the pneumatic signal pipe is affixed to the
car. The chamber 13 is larger than the chamber 14 as the major portion of the air
passes therethrough, and the same may be used independently as in the ordinary
form of signal pipe fluid brake mechanism.
Each of the chambers 13 and 14 is connected to the other by a union 19, which
is simply a tube which extends through the flange or plate 2 of the head 1 the
lower end of the tube projecting into the lower chamber and the upper end of said
union being provided with a flange or head and connected by a joint 20 with the
lower portion of the chamber 14. In order to thoroughly brace and sustain this
union, which is simply a tube in position, it is connected to a tubular brace 21
having an opening 22 diametrically therethrough.
When the union 19 is applied to the chamber 14 it is gradually moved therein by
means of the screw-threads of the connecting parts, the tubular brace 21 bearing
against the upper portion of the chamber 14 and bracing said union 19 against
upward movement.
Within the chamber 13 there is pivoted as at 24 in the nipple portion thereof, a
lever 23, the same having at its front end a depressed or inclined neck 26 and in
advance thereof a shoulder 27. The lever is provided with a flange, disk or head 25
which, when said lever is elevated is adapted to contact with and close the lower
end of the union 19, thus cutting off communication between the two chambers 13
and 14 through the medium of said union 19.
In each of the recesses 11 and 12 is formed a central opening 29 and the same is

page_text: of less diameter than the recesses. Rubber bushings 30 which are provided with
external flanges seated in the bottom of the recesses in the heads and their axial
extensions, project in both directions, that is into the recesses and beyond the outer
faces of the heads, so that when two coupling heads abut, the outer ends of these
gaskets will contact and form fluid-tight joints.
These bushings 30 are held in position by annular washers 32 fitted thereover
at their inner ends and clamped in position by means of the chambers 13 and 14
thereby producing a firm connection of the several parts. The inner flanges 31
project inward into the nipples beyond the inner faces of the washers 32 and are
adapted to be engaged by loosely seated valves 33 located in the chambers 13 and 14
and which are provided near their ends, with an annular series of ports or perfora-
tions 36, whereby an inner or central imperforate portion of greater area than the
axial opening in the gaskets is provided.
The outer sides of the valves are provided with winged stems 34 and the same
when the valves are closed upon their seats, project beyond the outer faces of the
coupling-heads, and when two of such stems contact it will be obvious that the
valves are forced inward so as to uncover the valve seats and open up communica-
tion between the chambers of the coupling-heads thus connected. The interiors of
the chambers are provided with annular reductions near their outer ends so that
annular shoulders are produced against which the valve-disks may abut and through
the medium of which the movements of the valves away from their seats is limited.
Referring to Figs. 1, 2, and 3, of the drawings, A designates the main reservoir,
which receives its charge from the usual pump through the pipe C. G designates
the auxiliary reservoir located under each of the coaches. From the drum A or,
as before stated, it may be directly under the pump, extends the usual brake-pipe 17
the same as before stated, being connected to the lower chamber 13 of the coupling-
head. The pipe 17 after it leaves the main reservoir extends up into the cab of the
engine where it is provided with a three-way cock or valve F (see Fig. 3) by a
manipulation of which, under the supervision of the engineer the fluid may be
directed from the main reservoir into the brake-pipe 17, or cut off therefrom, or,
the brake-pipe may be thrown into communication with the external atmosphere.
18 designates the equalizer-pipe, which also leads from the main reservoir, or it
may be from the pump. This pipe extends up into the cab of the engine, and is
provided with a three-way valve D, shown in Fig. 3, and illustrated in transverse
section in Fig. 9 of the drawings, beyond which said pipe 18 is as before stated,
connected with the chamber 14. By a manipulation of this valve the air may be
exhausted from the pipe 18 by throwing the same into communication with the
external atmosphere.
Taking the parts in the position shown in Fig. 6 in which a coupling is to be
effected, the fluid pressure is turned on in the pipe 17 which, it will be seen, closes
the valves in the lower chambers 13 and the pressure of the fluid as exerted against
the valve 25 will cause the valve levers 23 to elevate and close the valves against the
lower ends of said tubes or unions, thus cutting off communications between the
chambers 13 and 14 of each coupling-head and bringing the front inclined shoulder
of the valve-lever against which the conical head which is located upon the inner
face of each lower valve-disk 33, which head is designated as 39, and by its presence
produces in rear thereof a locking shoulder 41, which is located at the rear end of
a stem 40. As the heads come together and a coupling is effected, the stems of the
valves in both chambers abut, thus forcing the valves away from their seats and
opening up communication between the pressure equalizer-pipes throughout the
system and the brake-pipes throughout the system. The rearward movements of the
lower valves, or those in the chambers 13 cause the shoulders thereof to engage
over the shoulders 27 of the valve-levers 25 so that as will be seen, the valve
levers being held up by the upward pressure of fluid in the chambers 13 said
valves will be locked out of a closed position away from their seats.
Under ordinary circumstances, that is when the train is running, this will be the
position they occupy, which position we have shown in Fig. 10 of the drawings.

page_text: Now it will be seen that if by accident the cars should become separated the valves.
in the brake pipes will still be locked against closing, and the fluid will be permitted
to escape thus instantly applying the brakes. In shifting cars and making up trains,
etc., where it is desired to close the valves in the chambers 13, and in order to
accomplish this it is simply necessary for the engineer to manipulate the valve D 80
as to throw the equalizer pipe into communication with the reservoir A, whereby
the pressure in the same equalizer-pipe and the brake-pipe are all equalized, and
therefore the pressure against the under side and the upper side of the valves 25 in
each of the chambers 13 is equal, and the upward pressure is counterbalanced by
the addition of the gravitating tendency of the latch or lever, so that the latter falls
from under the union 19 and serves to unlock the valves by disconnecting their
front ends from the shoulders 41 and permitting them to close so that the brakes
In order to
are not automatically applied and the cars are free to be shifted.
rearrange the parts to effect an automatic application of the brake the three-way
valve D is manipulated so as to close that part of the equalizer-pipe 16 between the
drum or pump and the valve and to throw the remaining portion of the equalizer-
pipe or that portion between the valve D and the coupling-head into communication
with the outer atmosphere, which thus exhausts the surplus of fluid within the
equalizer-pipe and the pressure being re-established in the brake-pipe 17 the same
is accomplished.
In the modification of our invention which is illustrated in Figs. 11 to 14 inclusive,
the rear face of the valve-disk 33 is provided with a bifurcated stud 42, and between
the bifurcations thereof is pivoted as at 43 a gravity latch 44 having a rear
inclined undercut face 45 and a locking notch 46.
47 represents a valve consisting of a circular disk which is located in the lower
cylinder 13 and has formed upon its upper side a cylindrical stem 48 and upon its
under side a depending keeper 49 having an oblong opening 50 adapted to receive
the bevelled end of the latch 44. This latch can never fall below a horizontal
position, though it may be elevated above the same, and to permit of and limit this
movement the rear end of the latch is rounded upon its upper side, as shown at 51
in the right hand part of Fig. 11 so that its lower edge will abut against the
rear face of the valve-disk to which it is secured. The operation of the above
parts is similar to that described in connection with the preferred form of our
invention.
In Figs. 15 to 19 we have illustrated still another modified form of our invention
in which the coupling-heads 52 shown in Figs. 15 and 16 are constructed substan-
tially like those shown and described herein before. That is to say, the coupling-
heads are oblong metal plates having flat contact faces provided with valved
openings corresponding in number with the several pipes required to be attached to
them and having divergent arms for guiding them into and holding them in proper
engagement with other heads of other cars, but in this instance we have shown four
valved openings instead of two, a steam-pipe 53 for supplying heat to the cars being
connected to the head by means of the opening at the upper end of the plate, and
a signal pipe 54 being similarly attached at the lower end of the plate. The signal
pipe coupling and its valve are duplicates of the same parts applied to the supple-
mental pressure pipe, and hence require no separate description, and referring to
the steam pipe connection it will be seen that the cylinder 55 to which the steam
heating pipe is connected is adapted to slide within the fixed cylinder 56 and a
coiled spring 57 is interposed between them, and an annular brass packing-ring 58
is screwed into the front end of such slidable cylinder 55 and slides into the orifice
in the face of the coupling-head, the ring 58 normally projecting, as shown in
Figs. 15 and 16 whereby when two coupling-heads meet, the rings and cylinders
are forced back thus compressing the springs 57 which thereafter hold the rings in
steam-tight contact.
Referring to the air-brake portion of this second modified form of the invention,
it will be seen by reference to the drawing that the valve proper or valve-disk 59
seats upon the washer as described in connection with the other forms of the

page_text: invention, but instead of being made the full diameter of the chamber of the
cylinder 13 in which it operates and being provided with openings for the passage
of air or steam we make it much narrower so that a wide annular space exists.
between its periphery and the adjacent side of the chamber. For the purpose. of
supporting and guiding the valve 59 horizontally, as required, we provide it with.
radial arms 60 shown clearly in Fig. 18 and preferably four in number, which.
are attached to the back of the valve, and the outer ends of which work in
easy frictional contact with the inner surface of the enlarged portion of the
chamber 13.
It is apparent that the fluid has practically free passage around the valve 59 and.
guide arm 60 so that the valve may operate with maximum ease and rapidity.
The means for locking and releasing the valve include as in the modified form.
previously described, a pivoted catch 61, the bevelled free end of which is adapted
to rise from but cannot fall below a horizontal position. A small pipe 62 shown
clearly in Figs. 15, 16, and 19 extends from the valve chamber or cylinder 14 of
the supplemental pressure pipe to that of the brake pipe the points of attachment
of the ends or terminals of this pipe being on the side of the cylinders at or near
their centers, and hence in rear of the valves 59. The connection of this pipe 62:
with the cylinders may be varied, as desired, but in this instance its terminals are
screwed into threaded bores in the sides of the cylinders. The lower portion of
the pipe is provided with three bores or chambers of different diameters, and a
rod 63 having an enlarged disk-like head 64 which serves as a piston against which.
the air pressure in the supplemental pipe acts, as hereinafter described, is adapted
to slide in said pipe and engage with the pivoted valve catch 61, so as to
temporarily lock the valve in its open position. The rod 63 fits snugly in the
smallest portion or bore of the pipe, and the piston 64 fits and slides in the largest
portion or bore of the same and is normally held in the position shown in Fig. 19-
by means of a spring 65 which is coiled upon the rod 63 and is seated in the inter--
mediate portion or bore of the pipe. A lug 66 projects from the piston and serves
to preserve a space between the latter and the outer end of the horizontal portion.
of the pipe so that air may also have access to the outer side of the piston. The
said outer end of the horizontal portion of the pipe is fitted with a removable.
screw-plug 67 which enables the lock, rod and spring to be readily inserted or new
ones substituted.
When the pipes of different cars are coupled their valves are forced back and.
air-pressure being admitted to the supplemental pressure pipe, the pistons 64 are
driven forward to lock the valve-disks in such open position, thus preventing them.
from closing when the pipes uncouple. On the other hand it is obvious that when
air-pressure is relieved in the supplemental pipe and its connecting pipe 62 the
resilience of the spring 65 will withdraw the rod 63 from such engagement with the
catch 61 and allow the valve to return to its seat.
In Fig. 1 which we have referred to hereinbefore as showing the general.
arrangement of the system and which shows the disposition of the brake-pipe and
supplemental pressure pipe also illustrates in a general way the relative arrangement.
in connection with the above of the steam and signal pipes.
Various changes in the form, proportion and the minor details of construction:
may be resorted to without departing from the spirit of the invention or sacrificing
any of the advantages thereof.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is:
1. In an air-brake, the combination with a coupling-head having openings or
chambers, a brake-pipe, and a supplemental pressure pipe arranged in communi-
cation with said openings or chambers respectively and automatic valves for
opening and closing said pipes of a tube connecting the openings or chambers' and
in open communication with the supplemental pressure pipe a valve arranged in

page_text: connection with said tube and adapted to be affected by the pressure in the supple-
mental pressure pipe and means under the control of said valve for locking and
releasing the valve of the brake pipe, substantially as specified.
2. In a brake-system, the combination with a brake-pipe a coupling-head having
a recess formed in its rear side and said recess having a portion of its wall threaded
and its bottom provided with an orifice, of a rubber bushing seated in the bottom
of the recess and provided with an intermediate external surrounding gasket, said
bushing extending through the orifice and beyond the face of the coupling-head, a
washer encircling the rear end of the bushing, a cylinder threaded in the recess
and bearing on the washer and connected with the brake-pipe, said cylinder being
provided with an internal shoulder in rear of its front end, a valve disk mounted
for movement between the shoulder and washer and having perforations near its
periphery, and a stem extending from the front face of the valve disk through the
orifice and beyond the face of the coupling-head, substantially as specified.
3. In a brake-system, the combination with a coupling-head having a chamber
the bottom of which is provided with an orifice, a cylinder located in the chamber,
a brake-pipe connected with the cylinder, a valve mounted in the orifice and
provided with a stem extending beyond the face of the head and at its rear end
with a shouldered lug, of a tube rising from the cylinder, a pivoted latch arranged
in said chamber and provided with a valve disk adapted to close the lower end
of the tube, a pipe leading to the upper end of the tube and communications
between the source of fluid supply for the brake-pipe and that of the pipe leading
to the tube, substantially as specified.
4. In a brake system, the combination with a coupling-head having a recess, the
bottom of which is provided with an orifice, a bushing for the orifice, a cylinder
connected with the recess, a valve mounted in the cylinder over the orifice, a stem
extending from the valve through and beyond the orifice and surrounded by the
bushing, and a brake-pipe leading from the cylinder, of devices located in rear of
the valve within the cylinder for locking the valve away from its seat, substantially
as specified.
5. In a brake system, the combination with a coupling-head having a recess in
its rear face, the bottom of which is provided with an orifice, a cylinder connected
to the recess, a valve seat surrounded by the orifice, a valve mounted in the
cylinder and provided with openings near its periphery, a stem extending from the
valve through and beyond the orifice and a brake pipe leading to the cylinder, of a
pressure pipe, means for supplying the same with fluid, and devices operated by the
pressure pipe for locking the valve out of contact with its seat, substantially as
specified.
6. In a brake system, the combination with a coupling-head having a recess in
its rear face, the bottom of which is provided with an orifice, a cylinder connected
to the recess, a valve seat in the orifice, a valve mounted in the cylinder and
provided with perforations near its periphery opposite the seat, a stem extending
from the valve through and beyond the orifice, and a brake-pipe leading to the
cylinder, of a pressure pipe, means for supplying the same with fluid devices
operated by the pipe for locking the valve out of contact with the seat, and means
for equalizing the pressure of fluid in said pressure pipe with that in the brake
pipe, whereby said devices are released and the valve unlocked, substantially as
specified.
7. In a brake system, the combination with a coupling-head having a valved
opening, a brake pipe leading thereto, a main reservoir for the brake pipe, of a
supplemental pressure pipe leading from the reservoir, a three-way cock located
intermediately therein and a valve locking and unlocking device thrown into
locking position by the pressure in the brake pipe and out of locking position by
the pressure in the pressure pipe, substantially as specified.
8. In a brake system, the combination with a coupling-head having upper and
lower recesses each provided with an orifice, valve seats mounted in the recesses,
cylinders threaded in the orifice, and valves mounted in the cylinders and provided

page_text: with stems projecting through and beyond the orifice, the lower valve having a
shouldered conical lug at its inner side, of a tube leading from the upper to the
lower cylinder, a pivoted latch carrying a valve mounted in the lower cylinder and
having a shoulder at its front end adapted to engage in the shouldered lug of the
valve when the latter is away from its seat, of a main reservoir, a brake pipe
leading therefrom to the lower cylinder, and a pressure-equalizing pipe leading
from a suitable source of supply to the upper cylinder, substantially as specified.
9. In a brake system, the combination with a coupling-head having a valve
opening and a valve therein, a brake pipe leading thereto, and a main reservoir for
the brake pipe, of a supplemental pressure pipe leading from the reservoir, a
three-way cock located therein, and devices actuated by the pressure in the brake
pipe and adapted to lock the valve out of its seat, substantially as specified.
10. In a brake system, the coupling-head 12 having duplicate chambers 14
and 13, each provided with a valve 35 at the front end, the brake pipe connected
to the chamber 13, the pressure-pipe 18 connected to the chamber 14, the tube 19
connecting the two chambers the valve 25 for closing the tube and locking devices
actuated by the movement of the valve 25 in the lower chamber 13 to lock the
valve 35, substantially as specified.
Dated this 8th day of March 1894.
W. P. THOMPSON & BOULT,
Agents for the Applicants.