Improvements in Fluid-pressure Brake Mechanism.
Year: 1890

page_text: Date of Application, 13th Oct., 1890-Accepted, 17th Jan., 1891
COMPLETE SPECIFICATION.
Improvements in Fluid-pressure Brake Mechanism.
I, RHODES BATTYE, of No. 280, Victoria Street, Darlinghurst, in the City of
Sydney, in the Colony of New South Wales, Australia, Accountant, do hereby declare
the nature of my invention for IMPROVEMENTS IN FLUID-PRESSURE BRAKE
MECHANISM," and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:—
My invention is designed for the purpose of improving the mechanism used for
controlling the action of railway and tramway brakes and is alike applicable to single
or double cylinders enclosing springs which put off the brake, and, cylinders where
springs are dispensed with and the air used for putting off the brake, and consists in
using a quadruple cylindrical valve in combination with a piston, so constructed, as
to be extremely sensitive to the sm dllest appreciable reduction of pressure in the brake
pipe, which has the effec. of rendering the application of the brake practically
instantaneous in its action.
It further consists in the introduction, between the brake pipe and the piston
chamber, of a controlling or safety valve, having for its object the diversion of the
air from the underside of the piston to an interior chamber of the cylindrical valve
previously referred to and thence direct to the auxiliary reservoir, and to the brake
cylinder, thus retaining the pressure in the brake cylinder while the pressure in the
auxiliary reservoir is being augmented, such diversion taking place upon a determinat
reduction of pressure having been effected in the auxiliary reservoir.
This has the effect of preventing the pressure in the auxiliary reservoir becoming so
low as not to operate the brake effectively.
Another improvement consists in the use of a piston and quadruple valve in com-
bination such valve having escapement ports suitably placed so that a full movement
of the piston caused by a reduction of pressure in the brake pipe will establish direct
communication between the train pipe and brake pressure cylinder through the
medium of an interposed escapement chamber and retention valve.
To carry out the first named improvement I construct a casing cylindrical in form
having the usual drip cup and piston chamber, and all the necessary connections to
the train pipe, auxiliary reservoir, brake pressure cylinder, and, where required, to the
brake release cylinder, and an exhaust to the open air.
One part of the casing encloses the valve chamber and is provided with three (3)
anmalar grooves the one placed so as to communicate with the pipe leading to the
brake cylinder, the other communicating between the brake pipe and release
pipe, and the other communicating between the release cylinder and the atmo-
sphere. An inner cylinder forming the valve chamber is fitted into this casing,
and is provided with a series of valve seatings, one at the piston end, one in the centre
for the exhaust air, and the other at the extreme end communicating with the brake
pressure cylinder. Immediately adjacent to the middle and end seatings I construct
perforations or elongated slots to give direct communication with the annular grooves
previously referred to.
In combination with the piston and quadruple valve I construct an inner valve
having its seating upon the reverse side of the piston that is to say within the
cylindrical slide valve and covering ports in the piston head. By this combination I
obtain five working faces all performing separate functions, one such working face
being the lower valve seating, one the slide immediately adjacent, being the closely
fitting stem moving in the valve casing, one the central valve seating, one the upper
or pressure valve seating, and the other being slide covering port communicating w.th
the brake pressure cylinder.
Upon the reverse side of the piston head, at a point immediately below the nearest

page_text: valve seating of the cylindrical slide valve, I provide perforations for the purpose of
establishing communication between the interior of the slide valve and the piston
chamber.
From the first to the second valve seating the slide valve is made to fit the casing
accurately, but between the middle and end seatings the body of the valve is
diminished so as to form an annular space for the purpose of establishing communica-
tion between the brake pressure cylinder and brake release cylinder, when such a
form of cylinder is used.
A
Immediately adjacent to the upper seating of the slide valve, I form a shoulder of
the smallest possible dimension on the face, consistent with efficiency, which serves to
cover the perforations or clongated slots placed in that part of the valve chamber.
centre spindle is provided and secured to the upper end of the slide valve by means
of a screw plug pierced with sufficient holes to admit the air freely as it passes to the
auxiliary reservoir after its admission by the valve placed at the inner end of the
spindle, the said inner end being shaped to receive a spiral spring which serves to
offer the necessary resistance to the outward pressure.
To control the action of the piston a stud pin is provided and attached to part of
the drip cup so as to project within the piston chamber.
My further improvement is effected in the following manner.
In any convenient part of the casing, preferably in close contiguity to the drip cup
and piston chamber, I construct a valve chamber having direct communication firstly
with the brake pipe, secondly with the under side of piston, and thirdly with the top
side of piston, or in other words, direct to the auxiliary reservoir.
The valve chamber is provided with a double slide valve which may be used either
with or without diaphragms. One valve is made to cover a passage leading to the
reverse side of the piston head, such passage having a ball or other suitable valve to
receive back pressure, when not in use for conveying the air to the auxiliary reservoir
by the medium of the perforations adjacent to the first valve seating on the reverse
side of piston head. The other valve is so placed that it will cover the passage leading
to the under side of piston when a diminution of pressure takes place in the auxiliary
reservoir sufficient to release a spring which I place on the reverse side, giving the
necessary movement sufficient to cover one passage and open the other.
To apply my improved mechanism to brake cylinders having springs or the like for
releasing the brakes, I modify the form by changing the position of the central valve
and providing escapement ports in the rigid.stem of the quadruple valve immediately
adjacent to the piston, corresponding ports being also provided in the valve casing.
I further remove the stud pin from the division plate of the drip cup, so that when
the piston makes a full downward stroke it will seat itself upon the division plate and
the escapement ports in the rigid stem and valve casing will be open to each other
and give communication between the train pipe and brake pressure cylinder and
auxiliary reservoir, through the medium of an interposed escapement chamber and
retention valve, such valve I make of larger area than the centre valve, so as to be
first influenced by the pressure when it is fully applied.
The centre valve I place above the escapement ports and operate it in the manner
before described.
I do without the perforations in the stem between the first valve seating and the
reverse side of the piston, but in their stead I provide a pipe or passage com-
municating from the auxiliary reservoir to the reverse side of the piston.
The primary object sought to be attained by the above modification is the augmenta-
tion of the pressure in the brake cylinder and securing local disebarge from the
train pipe.
My invention is illustrated by the accompanying drawing in which similar numerals
are used throughout the different views to indicate similar parts, and in which
Figure 1 is a sectional elevation of one form of my improved mechanism adapted
for use with either double or single brake cylinders, shewing the controlling valve,
main casing, drip cup, piston combined with quadruple valve and, centre valve,

page_text: poris, passages, and annular grooves connected therewith, also connections leading
to train pipe, auxiliary reservoir, brake pressure, and brake release cylinders.
Figure 2 is a sectional plan of Figure 1 on line x-x.
Figure 3 is a sectional elevation of upper part of main casing shewing annular
grooves, portion of retention valve omitted, it being shewn on Figure 1.
Figure 4 is a part elevation and part section of piston combined with quadruple
valve and centre valve.
Figure is a part elevation and part section of valve casing.
Figure 6 is a sectional elevation of another form of my improved mechanism.
adapted for use with brake pressure cylinders having springs for releasing the brakes,
shewing main casing, retention valve and chamber, piston combined with quadruple
valve having escapement ports for connecting with retention chamber.
Figure 7 is a sectional plan of Figure 6 on line -x.
In the various figures, 1 is the upper casing, 2 the lower casing, 3 drip cup, 4 port
in 3 communicating with 5,5 piston chamber, 6 cup headed piston, quadruple
cylindrical slide valve, S interior of 7, 9 centre valve spindle, 10 screw plug attached
to 9 having perforations 11, 11 perforations or passages in 10, 12 cup end of 9 for
spring 13, 13 spring for seating central valve 14, 14 central valve, 15 ports in 6,
16 perforations in stem of 7, 17 stud pin in 2 for taking seating of 6, 18 vaive
casing, 184 annular groove between 7 and 18, 19 upper annular groove between 1
and 18, 20 lower annular groove between 1 and 18, 21 elongated slots or
perforations leading from 19 to 18 and also to 41 and 42, 22 elongated slots or
perforations leading to 20, 23 lower valve seating, 24 slide fitting 18, 25 central
or exhaust valve seating, 26 upper or pressure valve seating, 27 valve face for
closing 21, 28 train pipe connection. 29 chamber of controlling valve, 30 and 31
controlling valve, 32 spindle connecting 30 and 31, 33 and 34 diaphragms attached
to 32, 35 spring operating 30 and 31, 36 passage from 29 to 3, 37 passage from 29
to 16 in reverse side of piston, 38 valve in 37 to receive back pressure, 39 pipe
connecting diaphragm chamber 33 with auxiliary reservoir, 40 pipe to auxiliary
reservoir, 1 pipe to brake pressure cylinder, 2 pipe to brake release cylinder,
43 exhaust port in 1.
In Figures 6 and 7, 44 is self seating valve in 7, 45 escape ports, 46 escape
chamber, 47 retention valve, 48 retention valve chamber, 49 pipe connecting auxiliary
reservoir with reverse side of piston 6.
The manner of operating my improved mechanism is as follows:-
Air being introduced at 28 passes through 29 along 36 into 3, thence through 4
into 5, and pressing 6 upwards opens 14 and passes through 15 into 8, thence
through 11 into 40, which has the effect of introducing the pressure to the reverse
side of through perforations 16. The downward movement unseats simul-
taneously 23, 25, and 26, causing 27 to open 21, establishing communication with 19,
and thence by 41 to brake pressure cylinder.
By a preponderating pressure in the train pipe, 6 and 7 are forced to their position
of rest, and communication is opened between 41, 21, 19, and 42, thus putting off
the brake by using the air from the brake pressure cylinder. The air so used will
remain in the brake release cylinder until a downward movement is again given to 6
and 7, when such movement will establish communication between 42, 18, 22, 20,
and 43, thus discharging the air from the brake release cylinder into open air.
The action of the controlling valve is as follows:-
When the pressure in the auxiliary reservoir has diminished sufficiently to allow 35
to operate, 30 and 31 are moved so as to open 37 and close 36, which will have the
effect of introducing the air along 37 through 16 thence through 11 to 40, instead of
by 36 to through 4 to 5, and as 6 is then resting upon 17 it is obvious that
communicatiou is also established with 41.
In Figures 6 and 7 the manner of operating is as follows:
By a moderate reduction of pressure in 25 a slight downward movement is
imparted to 6 and 7, by reason of the counteracting pressure on 44, and by the
ressure in 49 being conveyed to the reverse side of 6. This slight movement will

page_text: allow the air to pass from 40 through 19 and 21 into 48, and thence through 41
to brake pressure cylinder.
This escapement from auxiliary reservoir will cause a corresponding diminution of
pressure on the top side of piston and valve 6 and 7 and 44, any further reduction of
pressure in 40 will cause 6 and 7 to make a return stroke, thus cutting off 19 and 21
and establishing a balance of pressure between top and bottom sides of piston and
valves.
Should a further minute increase of pressure be required in brake cylinder, a
corresponding reduction of pressure in 28 will cause an instantaneous movement in 6
and 7 as before described, and in this manner such additions may be made to the
pressure in the brake cylinder as are obtainable from the auxiliary reservoir, ranging
from zero to the greatest possible pressure.
To operate the escapement ports and thus securo il full and instantaneous
application of the brake, a small reduction of pressure in 28 is allowed to take place,
when 6 and 7 will traverse a full downward stroke, 6 seating itself upon the division
plate of 3, ports]45 and 454, will then be in communication with each other and
with 46, and upon full application of pressure 47 will open and give communication
to 18, 41, and 40, thus not only will there be communication between 40 and 41
through the ports 19 and 21, but in addition there will be direct communication
between 28 and 41 through the ports 45, 454, 46 valve 47 and 48, thus putting on
the brakes in the shortest possible time, and in the most direct and effective
manner.
Having now particularly described and ascertained the nature of my said inven-
Fon, and in what manner the same is to be performed, I declare that what I
claim is :-
1. In fluid pressure automatic brake mechanism, a cylinder, provided with annular
grooves, whose piston is in combination with a rigid stem forming a quadruple valve,
such valve having seatings for opening and closing passages in an outer casing,
such passages being connected with the annular grooves in the main casing of such
cylinder, the aforesaid rigid stem having therein a central valve seating itself on the
reverse side of the piston, so as to yield to external pressure only, for establishing
communication either with or without the medium of a controlling valve, between
the train pipe and the auxiliary reservoir, for the purpose of putting on or taking off
the brake, substantially as described and shewn.
2. In fluid pressure automatic brake mechanism used for operating either single or
double brake cylinders for putting on or taking off the brake, a piston such as 6
and 7, and having a rigid stem forming a quadruple valve, in combination with a
controlling valve for diverting the air from the under side of the piston to the reverse
side and thence through perforations or passages in the rigid stem to an inner
chamber of the quadruple valve and thence to the auxiliary reservoir, substantially
as described and shewn.
3. In fluid pressure automatic brake mechanism fitted with a combined piston and
valve or valves, a controlling valve, having connections to the train pipe, drip cup,
reverse side of a piston having perforations or passages, and auxiliary reservoir, the
reduction of pressure in such auxiliary reservoir causing sufficient movement in the
controlling valve as to change the direction of the air current so as to immediately
increase the pressure in the auxiliary reservoir, substantially as described and
shewn.
4. In fluid pressure automatic brake mechanism applicable to pressure cylinders
having springs for releasing the brake, a combined piston and quadruple valve fitted
with an inner valve above escapement ports, such escapement ports being used to
give communication, upon full stroke of the piston, between the train pipe and
through a retention valve and chamber direct to the brake cylinder, for the purpose
of augmenting the supply of air to the brake cylinder, substantially as described and
shewn.
5. In fluid pressure brake mechanism, the use of a cylinder such as 1 and 2,

page_text: having a combined piston and valve such as 6 and 7, designated a quadruple valve,
in combination with a controlling or safety valve, all substantially as described and
shewn, and for the purposes set forth.
DL L
1800
RHODES BATTYE.
Witness:
H. A. SMEdley.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, Agents for the Applicant.