IMPROVEMENTS IN APPARATUS FOR WORKING BRAKES BY FLUID PRESSURE
Year: 1880

page_text: LETTERS PATENT to Charles Denton Abel, of No. 28, Southampton
Buildings, Chancery Lane, in the County of Middlesex, for an Invention of
"IMPROVEMENTS IN APPARATUS FOR WORKING BRAKES BY FLUID PRESSURE."
A communication from abroad by George Westinghouse, junior, of Pittsburg,
United States of America.
PROVISIONAL SPECIFICATION left by the said Charles Denton Abel at
the Office of the Commissioners of Patents on the 8th December 1880.
"
CHARLES DENTON ABEL, of No. 28, Southampton Buildings, Chancery Lane,
in the County of Middlesex. IMPROVEMENTS IN APPARATUS FOR WORKING
BRAKES BY FLUID PRESSURE." [A communication from abroad by George,
Westinghouse, junior, of Pittsburg, United States of America.]
In the Specifications of Patents formerly granted to George Westinghouse, junior,
and also to me for Inventions communicated to me by the said George Westinghouse,
junior, were described various arrangements of apparatus for working brakes on
railway trains by fluid pressure. Of these arrangements one has been largely
adopted as presenting the advantages of a continuous automatic brake, which
operates in the following manner:-A small engine on the locomotive compresses
air into a reservoir, from which a pipe, hereafter termed the automatic train pipe,
extends throughout the train, being connected from carriage to carriage by suitable
couplings. On each brake carriage there are arranged an auxiliary reservoir for
compressed air constituting a local store of power, and a brake cylinder fitted with
a piston which is connected to the brake levers; or, sometimes, instead of a cylinder
and piston, a collapsible vessel or flexible diaphram is employed as an equivalent.
The automatic train pipe is connected to each of the auxiliary reservoirs and brake
cylinders or their equivalents through a valve box, which is commonly known as
the triple valve, so arranged that when the automatic train pipe is charged with
compressed air from the main reservoir on the locomotive, the auxiliary reservoirs
become also charged with compressed air, but the brake cylinders are at the same
time put in communication with the outer air, so that such compressed air as may have
acted in them to put on the brakes is discharged and the brakes become released.
ID 1

page_text: When, on the other hand, the pressure in the automatic train pipe is relieved, either
purposely by the driver or guard opening an outlet cock, or accidentally by the
fracture of the pipe or separation of a coupling, the discharge passage of each brake
cylinder becomes closed, and communication is made to it from the auxiliary
reservoir, so that the air pressure acts on the piston causing the brakes to be put
on. According to the present Invention this arrangement for working the brakes
is combined with an arrangement for working them also by compressed air, conducted
directly from the main reservoir on the locomotive by an additional pipe, which,
for brevity, I will term the extra train pipe, the valve boxes and couplings, as well
as the connections of the break cylinders to the auxiliary reservoirs, being modified
to suit the combined arrangement as I will now explain. The brake cylinder is
attached to the end of the auxiliary reservoir, so that one side or end of the
reservoir forms the cylinder bottom. In some cases two cylinders are attached to
the opposite ends of one auxiliary reservoir, the one cylinder having its piston
moving in one direction to work the brakes for one pair of the wheels, and the
other piston moving in the opposite direction to work the brakes for the other pair
of wheels. When the carriage has six wheels, one of the pistons is arranged to have
a longer stroke than the other, and to work the brakes for two pairs of the wheels.
The improved valve box is fixed on the auxiliary reservoir with which one end of
it is in free communication. Its opposite end contains a cavity forming a drip and
dust chamber, which is connected through a stop cock and passages with the
automatic train pipe, and which has an opening into a cylindrical compartment
fitted with a piston. This piston is thus subjected on its one side to the pressure
in the automatic train pipe, and on the other side to the pressure in the auxiliary
reservoir. On the stem of the piston is loosely fitted a slide somewhat like the
D slide of a steam engine, which governs two ports on a fixed facing. One of those
ports leading by a passage to the outer air is the exhaust port, the other port leads
into one end of a chamber in which is fitted a valve to seat at either end, the other
end of the chamber communicating with the extra train pipe, whilst the middle of
the chamber communicates with the brake cylinder. With this arrangement of
valves the brakes can be worked in the following manner :-The extra train pipe
having in it air at or not much above atmospheric pressure, while the auxiliary
reservoir and automatic train pipe contain air at higher pressure, when the pressure
in the automatic train pipe is reduced, the superior pressure in the auxiliary
reservoir gives movement to the valve piston, which, moving the D slide, admits
air from the auxiliary reservoir to the chamber of the double seated valve. This
valve is thus caused to close against the passage to the extra train pipe, and the air
passes to the brake cylinder where it acts on the brake piston. The brakes are
thus put on in the automatic manner, and when, by again charging the automatic
train pipe, the valve piston and slide are moved in the reverse direction, the slide
brings the exhaust port into communication with the passage from the brake
cylinder, the air being thus discharged; the brakes are taken off also by the action
of the automatic train pipe, the extra train pipe being inert when this mode of
working is adopted. The brakes may, however, be worked entirely by the extra
train pipe by charging it with compressed air, in which case the pressure unseating
the double seated valve from the opening to the extra train pipe and seating it
against the other opening, acts on the brake piston, putting on the brakes. By
again discharging the extra train pipe the brakes are taken off. This mode of
working is often more convenient than the automatic method, particularly on
gradients where a regulated resistance is desired without effecting stoppage of the
train. In the valves above described are provided small passages, to allow for
restoration of equilibrium in case of unequal pressures resulting from leakage,
and also to permit of the brakes being applied with graduated force.
train pipes, both the automatic and the extra pipe, may be connected from
carriage to carriage by any known couplings. It is, however, advantageous to
employ a form of coupling which can be readily connected or disconnected by
hand without exerting much force and without permitting escape of air from the
The

page_text: charged pipe, which, when purposely disconnected, automatically closes the
pipes, but when forcibly disconnected, as by accidental separation of the train,
leaves both disconnected lengths of pipe open, so that the brakes are in such
a case put on by automatic action. A coupling presenting these features
is according to the present Invention made in a form already in use with certain
accessory contrivances which will now be explained. The coupling consists of two
equal and similar halves having nozzles connected respectively by flexible hose to
ends of the train pipes. Each half coupling has in it a passage entering the nozzle,
and then turning at right angles and opening at the sides, so that when the two
halves are put together face to face, the opening at the side of the one is coincident
with that at the side of the other; by turning the half couplings partly round the
centres of these face openings, as an axis, a projecting rib or flange of the one is
caused to engage with a corresponding hollow of the other, and these engaging
parts being made slightly inclined perform a screw like action in pressing the two
half couplings together face to face. In order to ensure an air-tight fit, the face
opening of each half is provided with a slightly projecting lip of caoutchouc or
other yielding packing material; this lip being in each case held up against an
internal collar by an internal sleeve having lateral apertures for free passage of air.
Within the sleeve is fitted a valve pressed by a spring, so that when left free it
seats itself and closes the lateral aperture. Each valve has on its face three round
ended horns, which project a little beyond the face of the coupling, and each valve
has also a couple of studs projecting from its stem into slots forined somewhat like
a bayonet catch in the sleeve, each slot having its sides sloped for part of its width,
and level for the remainder. When the coupling is disconnected the studs lie in
the deepest parts of their slots, the valves being then closed, and their horns
slightly projecting from the face of the coupling. When the two halves are put
together face to face, the horns of the one enter the spaces between the horns of
the other, and on giving the partial turn to the half couplings, whereby they are
secured together, the two valves are by the engagement of their horns caused to
partially turn relatively to their respective cases. By this partial turn the studs of
the valves moving along the inclined slots by a screw like action cause the valves
to leave their seats, so as to give free passage for air from the one half coupling to
the other, and in this position the valves are held by their studs being engaged in
a slight depression of a spring slide that forms one side of the slot. If now the
coupling be disconnected by hand, the backward turn necessary to disengage the
halves permits the valves to reseat themselves, so closing the air openings; but if
on the other hand the couplings be violently pulled apart without the partial
turn necessary for gently disengaging them, the valves not being partially turned
remain open, so that air can freely escape from the train pipes causing the brakes.
to be applied. As for the working of the brakes, the couplings at the end of the
train must be closed, this may be done when necessary by turning the valve of
the last half coupling by hand applied to its projecting horns. It is convenient.
however to suspend at the end of each such carriage as may be the last in making
up a train a holder or piece of metal shaped somewhat like one of the half,
couplings, but without its air passage or valve. The last half coupling of the train
pipe being engaged with this holder remains protected against damage with its.
valve closed. By providing a suitable stud on the holder, it may be used to turn:
the coupling valve for opening or closing it.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Charles Denton Abel in the Great Seal Patent Office on the 4th
March 1881.
CHARLES DENTON ABEL, of No. 28, Southampton Buildings, Chancery Lane,
in the County of Middlesex. "IMPROVEMENTS IN APPARATUS FOR WORKING
BRAKES BY FLUID PRESSURE." A communication from abroad by George
Westinghouse, junior, of Pittsburgh, United States of America.
In many railway brakes worked by fluid pressure a small pumping engine
on the locomotive compresses air into a reservoir from which a pipe, which is
hereafter called the automatic train pipe, extends throughout the train, being
connected from carriage to carriage by suitable couplings. On each brake
carriage there is an auxiliary reservoir containing compressed air, which con-
stitutes a local store of power for working the brakes, and there is a cylinder
with a piston connected to the brake levers, or sometimes, instead of such a cylinder
and piston, a collapsible vessel or a flexible diaphragm is employed as its equivalent.
The automatic train pipe is connected to each of the auxiliary reservoirs and brake
cylinders or their equivalents through a valve box, which is commonly known as
the triple valve, which has the following functions -When the automatic train pipe
is charged with compressed air from the main reservoir on the locomotive, the
auxiliary reservoirs are by the action of the triple valve put in communication with
the train pipe, and become also charged with compressed air, but the brake cylinders
are at the same time put in communication with the outer air, so that such com-
pressed air as they may contain is discharged and the brakes are released. When,
on the other hand, the pressure in the automatic train pipe is relieved, either
purposely by the driver or guard opening an outlet cock, or accidentally by the
fracture of the pipe or the separation of a coupling, the action of the triple valve
is such as to close the escape from the brake cylinder, and to open communication
from the auxiliary reservoir to the brake cylinder, so that compressed air from
the auxiliary reservoir acts on the brake piston, causing the brakes to be applied.
According to the present Invention this arrangement for working the brakes is
combined with an arrangement for working them also by compressed air, conducted
directly from the main reservoir on the locomotive by an additional pipe, which
may be called the non-automatic train pipe; and modifications are made in the
triple valve, in the construction and connections to the brake cylinders and
auxiliary reservoirs, and in the couplings of the pipes so as to adapt them to the
combined arrangement, as will now be explained with reference to the accom-
panying Drawings.
Fig. 1 is a longitudinal section shewing part of an auxiliary reservoir and brake
cylinder attached to one end of it, with the modified valve arrangement attached at
the opposite end; Fig. 2 is a transverse section of the valve box on the line X, X,
of Fig. 1; Fig. 3 is partly an elevation of the valve box, and partly a longitudinal
section on the line Y, Y, of Fig. 2; Fig. 4 is a section to an enlarged scale of the
double check valve, shewn in Fig. 1; Fig. 5 is a longitudinal section of an
auxiliary reservoir with a brake cylinder attached to each end of it, and the valve
box attached at the middle of its underside; Fig. 6 is a longitudinal section of a
coupling for the train pipe, the internal parts being shewn partly in elevation;
Fig. 7 is a perspective view partly in section of a half coupling; Figs. 8 and 9 are
perspective views, and Fig. 10 is a plan of the internal cap and casing of one of the
coupling valves; Figs. 11 and 12 are plans to a reduced scale shewing respectively
the coupling in its connected condition, and in the condition of being connected or
separated, the cover in each case being supposed to be removed to shew the
engagement of the valve studs with one another, as will hereafter be explained;
Fig. 13 is a perspective view of a holder for the loose half coupling at the end of a
train.

page_text: Referring to Figs. 1 to 5 inclusive, A is the valve box; R is the auxiliary
reservoir, and C the brake cylinder communicating by a pipe P¹ with the valve
chamber V. The automatic train pipe is connected to the valve box A at P, and the
non-automatic pipe is connected to the valve chamber V at P2. From P there is a
line of passages 1 through the casing 2 of a cock having a notch or recess 4
communicating with a port 5 in the casing which leads to an annular passage 6
communicating by passages 7 and 8 with a chamber B. From this chamber there
is a passage to the cylindrical chamber E¹ in which works the piston G. The
stem g of this piston extends along a cylindrical chamber B2, and carries loosely
between its collar g² and its end collar a slide H, which governs ports c and E
in the side of the chamber B. The end collar r is provided with projecting ribs
which guide its movement in B2, but permit free passage of air. The slide H is
pressed forwards by a spring n; it has in its face a hollow 8 sufficiently long to
include the ports c and E, and a shorter hollow 82 which communicates with a
passage through the slide fitted with a valve e; the stem of this valve has a head e²
which bears against the collar g². The port E opens to the outer air, and also by
a lateral passage q to the upper part of the valve chamber V, to which the port c
opens directly. In the valve box V is fitted a valve V₁ provided with double faces,
so that it can seat itself at either end of the chamber V. This valve has a tubular
stem v fitted to slide as a piston in the upper part of the chamber, and is prevented
from turning by a pin x engaged in a slit ; in this stem there is a hollow u³
which in the position of the valve shewn forms a communication with q, and
through the stein are passages u¹. The valve V' has at its opposite end a cylin-
drical part 2 with guide wings fitting the lower mouth of the valve chamber.
For the purpose of working the brakes by the non-automatic train pipe which is
connected to P2 this pipe is charged with compressed air. The pressure causes the
valve V¹ to seat, as shewn, cutting off the automatic part of the apparatus, and
being communicated through the pipe P' acts on the brake piston so as to put on
the brakes. If at this time, accidentally or otherwise, a less pressure should be
communicated from the automatic part of the apparatus, this without shifting the
valve V¹ will escape by u² and to the open air. For the automatic application
of the brakes the reservoir R being charged with compressed air, the pressure in
the automatic train pipe connected to P is reduced, and the pressure in R acting
on the piston G forces it backwards. The slide H is thus moved so that its edge 8¹
passes the port c, and compressed air from R passes to the valve box V, unseating
the valve V from its upper seat, and seating it on its lower seat so as to close the
passage by P2 to the non-automatic pipe. From the valve box V the compressed
air passes by the pipe P¹ to the brake cylinder C, where it acts on the piston to
put on the brakes. For taking off the brakes the pressure is again raised in the
automatic pipe sufficiently to force the piston G forwards, and when the slide H
is thus brought back to the positions shewn in Fig. 1 the compressed air from the
brake cylinder escapes by the ports c and E, relieving the brake piston from
pressure.
Such generally is the operation of the valve arrangement for the
purpose of working the brakes by either the non-automatic or the automatic train
pipe. There are, however, several details provided for by the construction, as I
will now explain. When the piston G has by pressure in the "automatic train pipe
been forced to the position shewn in Fig. 1 it uncovers a notch a, by which the
compressed air can pass, and this air passing by another notch a² enters the
chamber B2 and passes into the reservoir R, keeping it charged with compressed
air. Again, the slide H has certain freedom of motion between the collars g² and r,
but the stem of the small valve e is attached by a pin through its head e² to the
piston rod, so that when the piston & begins to move backwards the valve e opens
before the slide H begins to be moved back by the collar r, and again when G
moves forwards the valve e is closed before the slide H begins to advance. Thus
by slight alterations of pressure in the automatic train pipe causing slight move-
ments of the piston G, the valve e can be opened and closed without moving the
slide H, and if that slide be brought to such a position that the cavity 8² in its

page_text: face is in communication with the port c, the pressure acting in the brake
cylinder can by the movements given to the valve è be very gradually raised and
maintained at a moderate amount, as much as may be desired below that in the
auxiliary reservoir which supplies it. Furthermore when the valve V₁ is, as
already described, caused to move downwards, its lower cylindrical stem v² closes
the passage to P2 just before the annular notch u² in its upper tubular stem presents
itself below the upper seating, and consequently compressed air coming from the
auxiliary reservoir by the port c and holes u¹ is not permitted to escape to the
non-automatic train pipe. When it is desired to discharge the air from one of the
reservoirs R, as when a carriage is separated in a station, the cock 3 can be turned
so as to bring its passage 12 in line with the ports 13 and 14, thus making
communication from the valve chamber V to the open air. When again it is
desired to discharge all the auxiliary reservoirs of a connected train the non-
automatic pipe is charged with air at sufficient pressure to seat the valves V₁
against their upper seats, as shewn in Fig. 4, and the air being discharged from
the automatic train pipe so that the slides H are shifted back, bringing the ports c
into communication with the auxiliary reservoirs; the air from these reservoirs
will then escape by the ports c through the slit u² and the passages q and E. In
order to provide against compressed air accumulating by leakage in the brake
cylinder when the brakes are off a notch z is made near the bottom of the cylinder,
so that when the piston is in the position shewn in Fig 1 (which is the position
occupied by it when the brakes are off) such compressed air as may find its way
into the cylinder can leak by this notch z past the piston, and so escape.
In many cases it is convenient to employ two brake cylinders, as shewn in
Fig. 5, the one for the brakes of the wheels at one end of the carriage, and the
other for the brakes of the wheels at the other end. For this purpose a cylinder C
is attached at each end of the auxiliary reservoir R, and the valve box A, such as
has been described, is attached to the lower side of the reservoir, with communi-
cating pipes P¹ to each of the brake cylinders. When the carriage has 6 wheels
one of the cylinders is made of greater length than the other, so that its piston
having a longer stroke can work the brakes of two pairs of the wheels. When the
carriage has only 4 wheels the cylinders may be of equal length, as indicated by
the dotted lines in Fig. 5.
The improved couplings for the train pipes constructed as shewn in Figs. 6 to
12 inclusive are intended to fulfil the following conditions:-The last couplings of
a train which are not connected to pipes beyond them, or the couplings of a
carriage purposely detached are to be automatically closed, but capable of being
opened when desired. When couplings are connected the passage through them is
to be automatically opened by the act of connecting them, and this without
permitting escape of compressed air and without having to effect the connection
forcibly against the air pressure. And, finally, when the couplings are violently
disconnected, as by the accidental separation of a train, they are to remain open so
that the automatic brake action may effect the stoppage of both parts of the train.
For this purpose the coupling is made in two parts precisely equal and similar, so
that the half coupling at either end of any carriage can be connected with the half
coupling at the end of any other carriage, and the connection of the two halves is
effected by placing the two halves face to face, oblique to one another, as indicated
in Fig. 12, and then turning them partly round on their common axis till they
come in line with one another, as indicated in Fig. 11. By this movement a
projecting segmental rib of each half is engaged in a corresponding groove of the
other with sufficient firmness to resist any ordinary force tending to separate
the halves, but with not sufficient firmness to resist such a strain as would result
from the violent separation of the two carriages to which the half couplings are
respectively attached.
So far the construction of the couplings and the mode of connecting them
correspond with what is in use on trains having pneumatic brake apparatus.
Couplings of the kind referred to have also been made with cocks or valves

page_text: arranged so that the act of connecting causes these to open, and the act of discon-
necting causes them to close. It is principally to the construction and arrangement
of valves for this purpose that the present Invention in respect of couplings
relates, as will be now explained. A is the shell of the half coupling, having as
usual its nozzle for the flexible tube by which it is connected to the train pipe,
and having its projecting segmental rib m which engages in the groove under the
flange n. Each half coupling has its lateral circular mouth provided with its
elastic packing ring a, which is pressed against the shoulder of the opening
by a hollow cylindrical piece B having lateral openings b for free passage of air.
The piece B is forced inwards by screwing on the cap A. Inside B there is a disc D,
which, when free, can seat itself as a valve against the packing a. The stem of
the disc D bas a part of its length & larger than the part d', so that it presents a
shoulder at 8, against which butts a spring g tending to close the valve. Through
a hole in d is passed a pin d², which extends both ways into inclined slots formed
in the annular boss B₁ of the piece B. Each of these slots has a curved incline c
and a level part c², and both are covered by a cap piece D', which has at each side
two projecting wings c² that can slide along the sides of the slot and a pro-
tuberance 82 between them. The cap piece D₁ is pressed by a spring g¹. The piece B
is prevented from revolving by its being firmly tightened in position, and also by
a stud i projecting into a slot cut along the side of B, but the disc D and its stem
are free to turn partly round within B as far as permitted by the width of the slot
in B', in which the pin d² is engaged. From each of the discs D three studs e
project when the disc is seated a little beyond the face of the packing a.
These
studs are so arranged in each case that when the two half couplings are brought
together face to face, as shewn in Fig. 12, the studs of the one enter the spaces
between the studs of the other. Then when the half couplings are partly turned
so as to engage with each other, as shewn in Fig. 11, the discs D of both are caused
by the engagement of their respective studs e to turn partly round. By this partial
revolution the pin d² in each case is caused to travel along the incline c until it
comes to rest on the level part c', the valves D being thus caused to retire from
their seats, and so to leave a free passage for air from the one half coupling to the
other. On again disconnecting the coupling by turning its halves into the attitude
shewn in Fig. 12 the discs D are again turned by the engagement of their studs e,
and their pins pass again along the incline c, perinitting the valves D to be
closed by their springs g. If however the couplings should be violently separated
by a direct pull, and without being partly turned to the attitude of Fig. 12, then
the pins d² still remaining on the level parts c¹ of their respective slots keep the
valves D unseated, so permitting escape of air from the separated pipes.
The studs e are rounded off at those angles which would come in contact in case
of violent separation, so that they incur no damage, but slip past each other. In
order to prevent the pin d³ being shaken off the level part c¹ by oscillation the
protuberance 82 pressed forwards by the spring g¹ offers sufficient resistance to
prevent the movement of the pin d² from its level seat unless the half couplings be
partly turned by hand for the purpose of separating them. When a coupling has
been intentionally separated its valve can be opened if desired by turning its pro-
jecting studs e in the same direction as they would be turned by the act of
connecting the coupling, and by a turn in the reverse direction its valve, if open, can
be closed. In putting the parts of each coupling together the pin i engaging the slot i¹
determines the proper position of B, and a pin o projecting from the stem d into a slot
within B determines the proper position of the disc D, the slot being wide enough
to permit the turning of the disc to the extent required. The coupling holder,
which can be suspended from the end of a carriage by a chain h is made, as shewn
at Fig. 13, in shape like a half coupling presenting a recess q, into which the studs e
of a free half coupling can be inserted for the purpose of protecting them from injury.
At the back of the holder studs e' may be provided corresponding to those which
would be presented by a real half coupling, these studs being serviceable for
turning the valve of a half coupling so as to open or close it when desired.

page_text: Having thus described the nature of the said Invention, and in what manner the
same is to be performed as communicated to me by my foreign correspondent, I
claim,―
First. The combination in one brake apparatus of an auto-matic and a non
automatic train pipe connected to the auxiliary reservoir and brake cylinder or
cylinders of each brake carriage through valves so arranged that either pipe can be
used to work the brakes, substantially as herein described with reference to Figs.
1, 2, 3, & 4 of the accompanying Drawings.
Second. The construction of a brake cylinder, auxiliary reservoir, and valve box,
with their connections so as to form a single structure, substantially as described
with reference to Fig. 1.
Third. The construction of two brake cylinders and an auxiliary reservoir and
valve box with connections for. both cylinders so as to form a single structure, as
herein described with reference to Fig. 5.
Fourth. The use for a six wheeled carriage of two unequal cylinders in com-
bination with an auxiliary reservoir and valve box, the smaller cylinder for working
the brakes of one pair of wheels, and the larger cylinder for working the brakes of
two pairs of wheels, as berein described with reference to Fig. 5.
Fifth. The combination of the valve box A having its piston G, slide H, and
appropriate ports, with the valve chamber V and its double acting valve V₁,
whereby the valve box is adapted for the operation of the brakes either by the
automatic tram pipe or by the non-automatic tram pipe.
Sixth. The combination of the cock 3 and its ports and passages with the valve
box A and valve chamber V, as and for the purposes herein set forth.
Seventh. The construction of coupling for the train pipes, substantially as herein
described with reference to Figs. 6 to 12 inclusive, each half coupling having a
valve with studs projecting beyond its mouth, arranged to interlock with the studs
projecting from the other, and each valve stem having a pin arranged to travel
along an inclined slot, so that on partly turning the half couplings on there
common axis in the act of coupling or uncoupling the valves of both are unseated
or are permitted to seat themselves.
Eighth. In couplings of the kind referred to in the preceding claim, making the
inclined slot with a spring slide D' having a protuberance s² arranged to resist
accidental displacemement of the pin d² from its level seat c', and thereby to keep
the valves D open notwithstanding oscillation.
Ninth. The use of the coupling holder herein described with reference to
Fig. 13.
In witness whereof, I, the said Charles Denton Abel, have hereunto set my
hand and seal, this Fourth day of March, in the year of our Lord One
CHA. D ABEL. (L.S.)