Year: 1887

page_text: Date of Application, 5th Mar., 1887.
Specification Accepted, 15th July, 1887
I, JESSE FAIRFIELD CARPENTER of No. 19 Leipziger Platz, Berlin in the Empire of
Germany Engineer 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:-
My invention relates to an improved method of, and apparatus for, actuating that
type of continuous pneumatic train brakes the operation of which is effected by
compressed air and electricity acting together or separately.
The object of the invention is to render it possible, by the combination of
electrically operated valves with the compressed air, to effect the application of all the
brakes on a train much more rapidly than has hitherto been possible; and also to
render it possible for the brakes to be operated by compressed air alone in the event
of the derangement of the electric apparatus, or for any other reason.
I attain the objects of my invention by means of the apparatus illustrated in the
accompanying drawings, which are to be taken as part of this specification and read
therewith.
Fig. 1 is a sectional plan illustrating the general arrangement of the apparatus for
one coach, consisting of a brake cylinder and reservoir combined, and a duplex
automatic electro-air valve embodying one modification of my invention bolted
thereto.

page_text: Figs. 2 and 3 are detailed sectional side elevations of the brake-release and apply
valves which constitute the duplex valve shewn in Fig. 1, the former taken on the
line W-X and the latter on the line Y-Z of Fig. 1.
Fig. 4 is a sectional front elevation of a duplex-electro-air valve constructed
according to a second modification of my invention."
Fig. 5 is a plan omitting the cover of the magnet box, the magnets, the armature
valves and their seats.
Fig. 6 is a transverse sectional elevation taken on the line U-V of Fig. 5.
Figs. 7 and 8 are, respectively, sectional elevation and plan illustrating a further
modification of my invention.
Fig. 9 is a sectional elevation of a half-coupling.
Fig. 10 is a plan of the same, and
Fig. 11 is a transverse sectional elovation.
Fig. 12 illustrates details of the end of a conductor and the hard rubber ring r.
Fig. 13 is longitudinal section of a cock and couplings.
Fig. 14 is an end elevation of the cock.
Fig. 15 is a plan corresponding with Fig. 13.
Fig. 16 is a series of detailed views illustrating the construction of the outer end-
of the cock.
Referring to Figs. 1, 2 and 3.
C is the brake cylinder, and R, the compressed air reservoir.
D is the air cock of any suitable construction; and p, the main from the engine
along which compressed air is supplied to the valve. E is the brake-apply valve and F
the brake-release valve.
A and A' are the magnets capable of being excited independently of each other.
The electric currents are obtained from any convenient source, c.g. from a battery or
a dynamo on the engine, and the leads are taken through the main pipe and its branch
as shewn in Figs. 1 and 2.
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In the brake-apply valve illustrated in detail in Fig. 3 an armature-valve a controls
the port communicating between the magnet box band the chamber f. A flexible
diaphragm separates the chamber from the chamber or cylinder g, and has the
spindle of a valve c centrally attached to it. The valve c is pressed to its seat by a
spiral spring bearing upon the top of the spindle, and controls the port k. A port e
formed in the spindle maintains a communication between the two chambers and g.
A piston valve d, loose upon the valve spindle, is capable of a limited motion in the
cylinder g upon the lower part of the said spindle which is there of a cruciformn
section. The piston does not fit the spindle air-tight, so that air can always pass
freely from the chamber to the chamber g unless the piston valve d be pressed
tightly against the collar i on the said spindle. is a port leading from the branch
from the main pipe to the cock-plug, and thence to the chamber g into which it delivers
at a point between the diaphragm and the piston valve d. is a port from the
chamber g to the reservoir R. is a port controlled by the valve c, and leading from
the chamber g to the brake-cylinder C. A branch of it, k¹, opens into the lower
chamber of the release valve F.
The armature-valve a¹ of the release valve controls a port communicating between
the magnet box band the upper chamber fl of the valve. A flexible diaphragm al
separates this chamber from the lower one, g'. Communication between the two is
maintained by a small port el. The diaphragm has the spindle of the valve c'
centrally attached to it. This valve is pressed to its seat by a spiral spring bearing
upon the opposite end of the spindle, and controls the relief to the outer air.
The diaphragms and may be replaced by pistons, the chambers in the valves
being in that case modified accordingly.
The operation of this modification of my invention is as follows.
Compressed air, supplied by a pump on the engine, fills the pipes and the chambers
and
9. The pressure upon the top of the piston d' depresses it, so that the air can
flow along the port j into the reservoir R.

page_text: Figs. 2 and 3 represent the different parts of the respective valves in the pistons
they assume when the pressures on both sides of their respective diaphragms are equal
and the magnets are unexcited.
Air will
When a current is sent through the magnet A of the brake-apply valve, the armature
valve a will be lifted and the air in the chamber f will exhaust into the magnet-box b,
and thence into the atmosphere. The pressure obtaining in the chamber g will there-
upon force the diaphragm up, causing it to lift the valve c from its seat.
then flow between the piston d and the spindle along the port k into the brake-
cylinder C, and apply the brake. The two chambers f, g, of the release valve will
be filled with compressed air at the same time through the ports k¹ and e³.
с
If the pressure were to escape from the main, e.g. in consequence of a rupture of
the pipe connections between two coaches, pressure would flow from the reservoir, R,
through the port j into the chamber g, force up the diaphragına, and consequently
apply the brake.
The movable piston valve d is a special feature of the apparatus, inasmuch as it
operates as a replenishing valve for the reservoir R and the brake cylinder C. For,
when the pressure under the piston falls below that above it, the piston is forced
down; and compressed air from the air-main can enter the reservoir; and, so long as
the valves d and c are held open, compressed air can be pumped into the brake cylinder,
with the effect of holding the brakes on with undiminished force for any length of
time.
When the brake is to be released, the magnet A of the release valve F is excited.
The armature valve al is forthwith lifted, and the pressure in the chamber exhausts
into the magnet box band thence into the atmosphere. The pressure obtaining in the
chamber g¹ forces the diaphragm up, thereby lifting the valve c¹ off its seat, and
opening the relief, through which the compressed air in the brake-cylinder exhausts.
According to the modification of my invention illustrated in Figs. 4, 5 and 6, which
shew it with the valves closed, the construction is simpler. The valves a², a³,
respectively apply and release the brake direct, and in so far they replace valves a, c
and a¹, e of the modification illustrated in Figs. 1, 2 and 3 and described therewith.
The separate piston d and diaphragm of Fig. 3 are replaced by a diaphragm valve d¹,
which can move freely upon the cruciform part of the spindle of the valve c² away
from the collar, for the purpose of allowing compressed air to pass. Suitable springs
are provided to effect the return of the said valves.
The operation of this modification of my invention is as follows.
Compressed air enters from the main at 1, and flows past the cock D along the
port into the chamber above the diaphragm valve, through the latter after depressing
it, and by the port to the reservoir.
If the magnet B be now excited, the armature-valve a² will be lifted, and the air
will flow past it by the ports 13 to the brake cylinder and apply the brake. Com-
pressed air will continue to flow into the reservoir so long as the diaphragm-valve d'
remains open.
The diaphragmn-valve may be replaced by a piston movable on the spindle i¹.
If the brake is to be applied by pneumatic pressure, the pressure in the main must
be relieved. There will then be an excess of pressure under the diaphragm valve d¹,
and the elevation of the latter will lift the valve c². The air will then pass from the
reservoir along the port. under the valve past the cock, and along the ports m³, l^ ;
to the brake cylinder.
It is evident that an accidental release of pressure in the main pipe would have the
same effect.
•
The brake is released by exciting the magnet B', whereupon the armature-valve a³
is lifted, and the air exhausts from the brake-cylinder through the ports 1, 1³, into the
atinosphere.
In Fig. 6, three positions of the cock D are indicated. The one indicated by the
full lines is the one required for the operation of the invention in the manner above
described. If the handle be turned into the horizontal position, the main will be cut

page_text: If the pressure in the main be lowered, or if an accidental rupture allow said
pressure to escape, the air in the chamber w rapidly escapes through the port m², and
there will be a corresponding excess pressure under the piston J. This latter is then
lifted, and with it the spindle I and slide-valve K.
The port is accordingly opened; air flows from the reservoir into the brake,
cylinder and applies the brake.
As soon as the escape of pressure from the main is stopped, the equilibrum between
the chamber and the cylinder w¹ is re-established, the spindle I is returned, and

page_text: the slide-valve with it so far as to close the port ³. Extra pressure is then established
in the main until the piston valve has been depressed through the distance y and
completed the return of the slide valve K and thereby effected the opening of the
port to the exhaust p¹, and, consequently, the release of the brake.
In the air-pipe coupling constructed according to my invention and illustrated in
Figs. 9 to 12 for use between two coaches; n, o are the cable ends of the electrical
conductors through which the currents for applying or releasing the brakes are
respectively sent. Both are embedded in a bard rubber or insulating ring which is in
turn surrounded by the non-conducting air-packing ring s. All these several members
are held in their respective positions by the spring, and gasket ring and stay o² as
shown.
Now if the two halves of a coupling are brought together, two ends n, n, will be oppo-
site to and contacting with each other, and two ends o, o will in like manner be
opposite to and contacting with each other. When the two halves are in this position,
certainty of contact is increased by the air pressure within the coupling as well as by
the spring under the gasket ring.
The special advantages of the above described arrangement of the contact
pieces, n, o, are firstly, their natural rubbing action as they are approached; secondly,
the distance apart of the points n, n and o, o and their sheltered position between two
rubber rings, so that no water or other foreign matter can readily short-circuit them;
and thirdly, the great and constant pressure to which they are subjected.
The conductors n and o, both in the pipe under the coach as well as in the
couplings, terminate in small copper heads n', o¹, embedded in the washers ¹, which
construction, with the screw connections of the couplings, renders the replacement of
a broken rubber pipe with proper electric contact, an easy and certain matter.
Figs. 13 and 15 illustrate the means by which, according to my invention, the electric
conductors are continued past the stop cock up to the point of contact with the
conductors in the pipe q under the coach.
The projecting end of the cock is fitted to correspond with the coupling described
above with reference to Figs. 9 to 12.
The conductors are laid in channels made in, or on, the shell u of the cock from
which they are properly insulated. According to the construction illustrated in the
figures, the conductors are continued past the cock by being laid in channels cored out
in the sides of the shell thereof.
The copper heads on the coach end of the cock contact with the adjacent ends of
the conductors in the pipe as the cock is being connected to said pipe by the
union t. The conductors in the pipe q may terminate in copper heads like those in the
rubber pipe.
Having now particularly described and ascertained the nature of my said invention,
and in what manner the same is to be performed, I declare that what I claim is
1. In automatic electro-air brakes, the use of valves actuated either by electric_
currents or by means of differentiations established between adjacent air pressures or by
both agencies combined.
2. The electro-air valve construction illustrated in Figs. 1, 2 and 3, according to
which armature-valves a, a, respectively actuated by their independently excited
magnets, are respectively combined with diaphragms a, e, or with equivalent pistons;
a piston-valve d movable upon the stem of a valve c connected to the diaphragm ;
said brake-apply valve c; and brake-release valve c'; substantially as and for the
purpose described.
3. The electro-air valve construction illustrated in Figs. 4, 5 and 6, according to
which the arinature-valves a², a³, respectively actuated by their independently excited
magnets, are respectively combined with a movable diaphragm valve (or equivalent
piston) and the alternative brake-apply valve, substantially as and for the purpose
described.
4. The combination of single magnet, single armature-valve, diaphragm (or its

page_text: equivalent piston) H, piston J, and the slide valve K, substantially as and for the
purpose illustrated in Figs. 7 and 8 and described therewith.
5. The electro-air coupling illustrated in Figs. 9 to 12, in which electric contacts n
and o are protected by non-conducting rings s, r, held in position by a stay o² and
firmly pressed together both by a spiral spring, as well as by the air pressure within
the coupling; all the said several parts relatively arranged substantially as and for the
purpose described.
6. Establishing electrical connection between two couplings to and through the
stop cock by means of the contact points n¹, o', in combination with the washers >
substantially as set forth.