Improvements in Automatic Brakes intended for Railway Vehicles.
Year: 1896

page_text: PROVISIONAL SPECIFICATION.
Improvements in Automatic Brakes intended for Railway Vehicles.
I, FRANCOIS JULES CHAPSAL, of 79 rue d'Amsterdam, Paris, in the Republic of
France, Engineer, do hereby declare the nature of this invention to be as follows:-
In a patent granted to me No. 4515 dated March the 2nd 1895 I described a
pneumatic brake employing electricity in addition to air pressure, the action of
the electric current being regulated by the manipulation of the air regulating
cock or valve, in such a manner that the electric action preceded the pneumatic
action, and ceased when the latter had had sufficient time to operate, this device
was used for applying the brakes as well for releasing them. I thus rendered the
braking action rapid and simultaneous, as well as independent of the number of
vehicles, I reduced the distance required for urgency stoppages and where moderate
braking was required. I obtained a very considerable increase in the power of
regulating the application and release of the brakes, by causing the electric device
to act alone: moreover, by means of the electric release, I avoided the abrupt
stoppages due to ruptures of the elastic coupling pipes or to similar damages I
also rendered the violent braking of single vehicles impossible and obviated the
causes which result in the failure of the action of pneumatic brakes as at present
used, due to a sudden obstruction of the main conduit or to similar circumstances,
all these advantages being obtained by providing double acting brakes set in
action simultaneously by the manipulation of one handle.
It will be found that the device which I have described by way of an example,
was more especially applicable to the Westinghouse brake, actuated by compressed
air, in which I utilized the triple valves as automatic switch devices for applying
and releasing the brakes, in order to ensure that at each moderate braking opera-
tion, the discharge of air should be regulated with mathematical accuracy, in order
to ensure that the pressure applied to the brake shoes should be theoretically
gradually adjustable. I thus attained a very efficient adjustability by the electric
release, since the air was discharged directly from the brake cylinder to the
atmosphere. The releasing valve was moreover so constructed that the electric
release could be effected, even after a compound braking operation, causing the
direct communication of the auxiliary reservoir with the brake cylinder, owing
to the complete lowering of the triple valve piston, without a loss of air resulting
in the auxiliary reservoir.
The use of triple valves, as automatic commutators or switching devices would
thus enable me to obtain, as regards the braking or engaging operation, a theoreti-
cally graduated application of the brakes and a much more extended graduation as
regards the releasing or disengaging operation; but this comprised all the advan-
tages obtained, since the intensity of the braking action was entirely dependent on
the sensitiveness of the triple valve and the packing of the small secondary
pistons. It is evident, in fact, that as the current for the actuation of each triple
valve is always cut off at the same point in the stroke of the piston, the amplitude
of the oscillating motion depended on the tightness of the piston packing, that is
to say, on the sensitiveness of the apparatus. These variations of sensitiveness

page_text: hardly appreciable generally in the ordinary Westinghouse brake, might involve
serious difficulties in the braking operation, for instance when long inclines were
descended; they were especially iniportant where the quick acting Westinghouse
brake was used, the rapidity of action of which was solely dependent upon the
amplitude of movement of the triple valve piston.
The object of this invention is to so modify the devices, described in my patent
dated March the 2nd 1895, that their action may be under normal conditions,
rendered independent of the sensitiveness of the triple valves, so that, during the
braking operation, I may obtain a continuous feed from the auxiliary reservoirs
even after simplifying them considerably by omitting one of the two conducting
line wires, and all of the delicate parts of the electric regulator.
I have applied additional mechanism to the Westinghouse triple valve in order
to limit in an invariable manner the descending movement of the piston, irrespec-
tive of the sensitiveness of the apparatus, the effect of which is, in the case of the
quick-acting brake, to avoid any rapid violent action.
The line conducting wire for releasing the brakes and the line conducting wire
for applying the brakes are both suitably connected to the electrically actuatel
valves for the releasing and applying action, as well as to the triple valve.
In this ense I have replaced my previously described valve for actuating the
brakes, by a modification of my releasing valve, I then cause the left hand part
of the application valve clack to communicate with the main conduit and the pape
connection of the said application valve with the lower portion of the triple valve
through a connecting pipe. This lower portion is also modified as follows:---
The triple valve noxxle carries a cylindrical body in which works a piston pro-
vided with a packing ring, and under the influence of an opposing spring.
The piston of the triple valve is also modified being provided with a channel
which can be obstructed from below upwards by a clack valve held in position by
a spring, and from above downwards by a pointed pin valve.
This lower piston device of the triple valve slides in the interior of the tale
valve piston by means of a cross pin and two guide grooves, which compel it to
anove in one direction only.
The general action of the device is as follow::
When a moderate electric braking action is effected by placing the cock in the
propes position, the brake-actuating valve is set in operation and the moving
mechanism comprising the leather packed piston and the double clack valves as
passed toward the left, so that the left hand clack is closed whilst the right clack is
opened. The chamber situated beneath the piston in the nozzle of the triple valve
chamber is placed in communication with the outer air by means of the pipe con-
necting the said nozzle with the clack chamber, and an opening in communication
therewith.
The piston in the nozzle of the triple valve then descends and, through the
medium of the transverse pin carries along with it the triple valve piston, whilst
the clack valve in its stem remains open and thus maintains equilibrium upon the
two faces of the triple valve piston: the air then passes from the chamber near the
nozzle oft he triple valve around the clack in the piston therein thence around
the pin valve and through the triple valve stem, the piston near the nozzle, however,
has a limited stroke, so that it is topped the moment the lower edge of the exterior
overlap of the triple valve-slide is flush with the upper edge of an opening in com-
munication with the atmosphere. The latter piston will remain in this position
during the whole time, during which current for applying the brake is passing so
that the braking will be more or less intense in proportion as the current is main-
tained for a longer or shorter time. On interrupting the circuit by returning the
cock to its neutral position the double clack of the application valve will again
take up its first position, and the air contained in the main conduit will pass through
the clack chamber and connecting pipe so that the nozzle piston will re-ascend
under the action of its opposing spring thus disengaging the cross pin and
enabling the nozzle piston clack valve to re-ciose. The triple valve piston will

page_text: likewise re-ascend so as to close the small secondary piston as soon as the expan-
sion of the air contained in the auxiliary reservoir in the brake cylinder is suffi-
cient. By repeating the operation the braking can be graduated at will, since the
braking effect depends on the time during which the current passes and by apply-
5 ing the brake by means of electricity any violent movement of the quick acting
brake will always be avoided owing to the fact that the stroke of the triple valve
piston in this case is absoluely invariable.
The pointed pin valve serves in the case where an electric and pneumatic appli-
cation of the brake action is to be effected simultaneously, to prevent the return
of any air from the auxiliary reservoir into the main conduit.
The regularity of the oscillating motion of the triple valves resulting from the
limitation of the piston stroke would then enable me to ensure the feed of the
auxiliary reservoirs on descending long inclines if I added a small feed groove or
channel at the place where the piston of the triple valve stops after each oscillation;
but as this groove or channel would have to be of rather small size, in order not to
hinder the pneumatic releasin action, it is evident that the regular operation of
this feed of the auxiliary reservoirs would be again dependent upon the sensitiveness
of the triple valves; this device though excellent for preventing the violent action
of the Westinghouse "quick-acting" brake, would not be able to afford a suffi-
cient guaranty in certain special cases, for example upon very long inclines of
lines laid on uneven ground, where it is indispensable to charge the reservoirs
while the brake is applied to the wheels.
I then thought that it would be useful to dispense with the cooperation of the
triple valve, as regards the ordinary brake as well as the quick-acting brake, from
the point of view of the feed of the reservoirs and of the adjustability, and I have
been led to seek the use of a direct electric action enabling me, in order to apply
the brake, to send the air directly from the auxiliary reservoir into the brake cylin-
ders, and to retain it therein, although the triple valve remains motionless in the
disengaging or releasing position, and this without in any way impeding the
pneumatic action during the engaging as well as during the releasing operation.
For this purpose I have contrived the following device which insures all the
advantages hereinbefore referred to, and has moreover the great advantage of
enabling me to employ a one line-conductor only instead of two and to dispense
with the triple valve switching devices, the terminals of one half of the connection
of the line, which may in practice always be the cause of difficult action, and the
further advantage of having only one electric double valve per carriage, instead
of two separate pieces of apparatus.
To achieve this object I replace, in principle, the electromagnets of my brake
applying and releasing valves by one single circular electromagnet formed by a
ring of the Pacinotti, Gramme, Siemens, or other type between the poles of a
magnet. The ring oscillates around an axis and carries a double lever acting upon
two pointed pins which by the aid of rod extensions acts upon two other pointed
pins which are equivalent to the points of the electromagnets used in the braking
and releasing valves described in my French Patent of invention dated March
the 2nd 1895.
It is obvious that instead of these two pointed pins being actuated by means of
separate electromagnets, I actuate them by a lever, with the aid of an alternate
motion of the ring, obtained by reversing the current in the line conductor.
One of the extremities of the conducting wire of the shunt wound ring is con-
nected to the single line which passes all along the train, and the other extremity
is connected to a block leading to the earth.
The winding of the wire upon the ring, which of course has no replacing-switch
for the sake of greater simplicity, has been discontinued upon two small sectors
lying on each side of the diameter perpendicular to the line of the poles of the
magnet, and these sections correspond to the total amplitude of the movement of
the ring in both directions.
The current is passed, stopped and reversed by means of the operating cock.

page_text: This cock carries an insulating extension provided with two metal points con-
nected by a metal cross bar or stay and these two points rub upon two sectors.
The extremity of the first rector corresponds to the line; whereas the extremities
of the second sector are connected to the poles of the electric battery: the second
sector is moreover divided in two parts by means of an insulating portion.
Upon a third sector, likewise formed by two separate parts, rubs another point
which is connected by an insulated conductor to the handle of the cock, this being
effected through the medium of a flexible over which by the pressure of the hand
establishes contact with the metal mass of the cock and consequently with the
earth. Thus one of the poles of the battery can be connected to the earth whilst
the other is connected to the line, owing to cross-connections joining the second and
third sectors. The insulated part of the third sector as well as that of the second
sector correspond to the neutral position of the cock. There is also a small insula-
tion in the second position called the position of motion.
It is evident that when the cock is placed in the position corresponding to the
electric application of the brake and when the flexible lever is pressed, a current
passes into the line in a certain direction because the circuit is closed by the handle
of the operating cock, which is connected to the earth and by that extremity of the
ring conducting wire which is soldered on to the mass in connection with the earth.
In this position the ring oscillates toward the left and sets the valve in operation
for applying the brake.
When I return the cock to the neutral position, no current passes, because the
circuit is interrupted, and the ring returns to its position of rest.
When I place the operating cock in the position corresponding to the electric
release of the brake a current passes into the line as long as I press the flexible
lever and this current evidently flows in a direction opposite to the first current
and is likewise closed by the earth circuit, as previously.
This current will impart to the ring a rotary motion toward the right in a reverse
direction to that imparted by the first current and will thus enable the releasing
valve to act.
The ring will again take up its position of rest when I return the cock to its
neutral position.
As regards the whole arrangement of my application and release valves, I refer
to the following description with regard to the different cases.
My application valve consists of a movable device comprising a packed piston, a
pressed leather piece and a clack with a counteracting spring. A pipe connection
communicates with the auxiliary reservoir, a channel with the lower chamber of
the pointed pin valve and another channel with the upper chamber of the packed
piston.
The releasing valve is composed of a movable device comprising a pressed
leather piston furnished with a counteracting spring and a clack or disc valve;
another clack forms part of a packed piston with a counteracting spring. The
pipe connection at the lower part of the release valve communicates with the triple
valve and the pipe connection at the side of the same valve with the brake-cylinder.
The packed piston of the release valve moves in a metal jacket, in which a series
of orifices are made corresponding to a circular chamber. This chamber is con-
nected by a passage with the lower chamber of the pointed pin valve and with the
tubular connection passing to the brake cylinder. A channel allows of communi-
cation between the chamber above the leather piston of the release valve and the
passage above the last mentioned pin valve. Finally, an orifice below the leather
piston communicates with the atmosphere.
A conduit which terminates above the packed piston causes the brake cylinder
to communicate with the auxiliary reservoir through the medium of the appli-
cation or engaging valve. The general action of these valves is as follows:
When I place the cock in the position for applying the brake moderately by
electric action, the ring partially revolves toward the left, and the lever actuated
by it closes one of the pointed pin valves and opens another. Instantly air from

page_text: the auxiliary reservoir passes through the passage leading to the packed piston
chamber and arrives above the packed piston so causing it to descend. The clack
valve nearest the leather piston is then open, and the air from the auxiliary reser-
voir flows directly through the channel to the brake cylinder after having caused
the packed releasing piston to descend and consequently having closed the clack
below it.
On returning the cock to the neutral position, the ring again occupies its
medium position, the lower left hand pointed pin valve closes, the upper left hand
pointed pin valve opens, and the air which was above the engaging piston escapes.
At once the device attached to the latter piston again rises under the influence of
the spring and the clack valve cuts off all communication between the auxiliary
reservoir and the brake-cylinder.
Thus by successively returning the cock from the position in which the brake is
electrically applied, to the neutral position, air can be passed from the auxiliary
reservoir, directly into the brake cylinders in as small quantities as desired.
When the cock is placed in the position for electrically releasing the brake,
the direction of the current changes, the ring revolves partially toward the right
and the lever actuated by it brings the right hand upper pointed pin valve into the
closing, and the right hand lower pointed pin valve into the opening position. At
once the air contained in the brake cylinder which was in communication with
the releasing valve packed piston chamber passes through passages leading to the
leather piston above, upon which it acts. The movable device attached to the
piston is instantly lowered and the air contained in the brake cylinder escapes by
way of the disc valve below said leather piston.
On returning the cock to the neutral position the ring again occupies its medium
position, the right hand upper pointed pin valve arrives in the closing and the
right hand lower pointed pin valve in the opening position: the air above the
leather piston escapes and the movable device attached thereto again occupies its
norinal position under the action of the spring and below the packed piston, cuts
off the communication between the brake cylinder and the atmosphere.
Thus on successively passing the cock from the releasing position to the neutral
position, the air can be discharged from the brake cylinder in as small proportions
as desired.
It is evident that in this manner and by using a single line conductor, I am
enabled to effect the electric application and releasing operations with the most
complete graduation: since for applying the brake I take the air directly from the
auxiliary reservoirs in order to pass it into the brake cylinders; and for releasing
the brake I directly discharge the air from the brake cylinders to the atmosphere.
In cases where a compound application of the brake is required, the packed pis-
ton of the release valve is subjected upon both of its faces to the pressure from the
auxiliary reservoir, and will thus finally occupy its highest position owing to the
action of the counteracting spring, and the releasing action can always be pro-
duced pneumatically even in case the passage of the current is interrupted: the
object of the small groove in the packed piston casing is to permit of emptying, if
required; of the chamber situated above the packed piston during the pneumatic
releasing action.
It has been shown that for the whole duration of these moderate electric appli-
cations, I feed the reservoirs entirely through the triple valve which has not acted,
and which is always in the releasing position indispensable on certain lines with
steep inclines.
On the other hand, when, instead of effecting the application and release elec-
trically only, I place the cock in the position for the most powerful application
or the thorough release, the two brakes operate together and independent of one
another by the same manipulation of the operating cock, as has been indicated in
my preceding patent.
Finally it may be stated that in using the device, it would he necessary for
obtaining a thorough releasing action, when a rupture in the pipe has occurred,

page_text: to empty not only the cylinders but also the auxiliary reservoirs. In order to avoid
this useless loss of air and to keep the auxiliary reservoirs charged so as to be
enabled to still effect a few stoppages even with a ruptured conduit, it suffices
to omit the conduit of the releasing valve by which the packed piston chamber
communicates with the lower valve chamber, and to replace the same by a conduit
which causes the two chambers situated below the lower pin valves to communi-
cate. Under these conditions the discharge of the cylinders will be effected
completely without loss of air from the reservoirs.
Dated this 13th day of August 1896
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.
Improvements in Automatic Brakes intended for Railway Vehicles.
I, FRANCOIS JULES CHAPSAL, of 79 rue d'Amsterdam, Paris, in the Republic of
France, 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:-
-
In the Specification of British Patent No. 4515, March 2, 1895,
granted to me I have described a pneumatic brake employing electricity
in addition to air pressure, the action of the electric current being
regulated by the manipulation of the air regulating cock or valve,
in such a manner that the electric action preceded the pneumatic action, and ceased
when the latter had had sufficient time to operate this device was used for apply-
ing the brakes as well for releasing them. The breaking action was thus rendered
rapid and simultaneous, as well as independent of the number of vehicles, and the
length of the urgency stoppages was reduced and where moderate braking was
required.
I obtained a very considerable increase in the power of regulating the appli-
cation and release of the brakes, by causing the electric device to act alone; more-
over, by means of the electric release, I avoided the abrupt stoppages due to
ruptures of the elastic coupling pipes or to similar damages, I also rendered the
violent braking of single vehicles impossible and obviated the causes which result
in the failure of the action of pneumatic brakes as at present used, due to a sudden
obstruction of the main conduit or to similar circumstances, all these advantages
being obtained by providing double acting brakes set in action simultaneously by
the manipulation of one handle.
It will be found that the device which I have described by way of an example
was more especially applicable to the Westinghouse brake, actuated by compressed
air, in which I utilize the triple valves as automatic switch devices for applying
and releasing the brakes, in order to ensure that at each moderate braking opera-
tion the discharge of air may be regulated with mathematical accuracy, in order to
obtain that this brake may be theoretically adjustable, I thus attained a very
efficient adjustability by the electric release, since the air was discharged directly
from the brake cylinder into the atmosphere. The releasing valve was moreover
so constructed that the electric release could be effected, even after a compound
braking operation, causing the direct communication of the auxiliary reservoir
with the brake cylinder, owing to the complete lowering of the triple valve piston,
without a loss of air resulting in the auxiliary reservoirs.
The use of triple valves as automatic commutators or switching devices would
thus enable me to obtain, as regards the braking or engaging operation, a

page_text: or
theoretically graduated application of the brakes and a much more
extended graduation as regards the releasing disengaging operation;
but this comprised all the advantages obtained, since the intensity of the braking
action was entirely dependent on the sensitiveness of the triple valve and
the packing of the small secondary pistons. It is evident, in fact, that as the
current for the actuation of each triple valve is always cut off at the same point
in the stroke of the piston, the amplitude of the oscillating motion depended on the
tightness of the piston packing, that is to say, on the sensitiveness of the apparatus.
These variations of sensitiveness, hardly appreciable generally in the ordinary
Westinghouse brake, might involve serious difficulties in the braking operation,
for instance when long inclines were descended; they were especially important
where the quick acting Westinghouse brake was used, the rapidity of action of
which was solely dependent upon the amplitude of movement of the triple valve
piston.
The object of this invention is to so modify the devices, described in the above
mentioned specification that their action may be under normal conditions, rendered
independent of the sensitiveness of the triple valves, so that, during the braking
operation, I may obtain a continuous feed from the auxiliary reservoirs even after
simplifying them considerably by omitting one of the two conducting line wires
and all of the delicate parts of the electric regulator.
In the accompanying drawings I have shown how my invention may be con-
veniently and advantageously carried into practice, the figure of the said drawings
being hereinafter referred to.
Figure 1 shows the additional mechanism which I have first of all applied to
the Westinghouse triple valve in order to limit in an invariable manner the
descending movement of the piston, irrespective of the sensitiveness of the
apparatus, the effect of which is, in the case of the quick-acting brake, to avoid
any rapid violent action.
In this Figure D represents the line conducting wire for releasing the brake
and S the line conducting wire for applying the brake, both being suitably con-
nected to the electrically actuated valve J for the releasing action and to that K
for applying action as well as to the triple valve T.
R is the auxiliary reservoir, and the pipe connection F passes to the brake-
cylinder.
In this case, I have replaced my previously described valve for actuating the
brakes, by a modification of my releasing valve, I then cause the left hand part of
the valve to communicate with the main conduit G, and the pipe connection 13
with the lower portion of the triple valve through A. This lower portion is also
modified as follows:-
The triple valve nozzle carries a cylindrical body 4 in which works a piston 5
provided with a packing ring 6 the said piston being under the influence of an
opposing spring 7.
The piston of the triple valve is also modified being provided with a
channel 8-9, which can be obstructed from below upwards by a clack valve 10
held in position by a spring 11, and from above downwards by a pointed pin
valve 12.
This lower piston device of the triple valve slides in the interior of the triple-
valve piston 5 by means of a cross pin 13 and two guide grooves 14, which compel
it to move in one direction only.
The general action of the device is as follows:
When a moderate electric braking action is effected by placing the cock in the
proper position, the brake-actuating valve K is set in operation and the moving
mechanism comprising the leather packed piston C and the double clack valves a-b
is passed toward the left, so that the left hand clack a is closed whilst the right-
hand clack b is opened. The chamber situated beneath the piston in the nozzle
of the triple valve chamber is placed in communication with the outside
through AB E.

page_text: The piston in the nozzle of the triple valve then descends and, through the
medium of the transverse pin 13, carries along with it the triple valve piston,
whilst the clack valve 10 remains open and thus maintains equilibrium upon the
two faces of the triple valve piston; the air then passes through 10, 9, 12, 8; the
piston 5 however, has a limited stroke, so that it is stopped the moment the lower
edge of the exterior overlap d of the triple valve-slide is flush with the edge e as
indicated in Figure 2. It will remain in this position during the whole time in
which current for applying the brake is passing, so that the braking will be more
or less intense in proportion as the current is maintained for a longer or shorter
time. On interrupting the circuit by returning the cock to its neutral position
the double clack ab of the application valve will again take up its first position,
and the air contained in the main conduit will pass through a BA; the piston 5
will re-ascend under the action of its opposing spring, disengaging the cross
pin 13 and enabling the clack valve 10 to re-close. The triple valve piston will
likewise re-ascend so as to close the small upper secondary pistons as soon as the
expansion of the air contained in the auxiliary reservoir in the brake cylinder is
sufficient. By repeating the operation the braking can be graduated at will,
since the braking effect depends on the time during which the current passes, and
by applying the brake by means of electricity any violent movement of the quick
acting brake will always be avoided owing to the fact that the stroke of the triple
valve piston in this case is absolutely invariable.
The pointed pin valve 12 serves in the case where an electric and pneumatic
application of the brake action is to be effected simultaneously, to prevent the
return of any air from the auxiliary reservoir into the main conduit.
The regularity of the oscillating motion of the triple valves resulting from the
limitation of the piston stroke would then enable me to insure the feed of the
auxiliary reservoirs on descending long inclines if I added a stall feed groove or
channel m at the place where the piston of the triple valve stops after each oscilla-
tion; but as this groove or channel m would have to be of a rather small size, in
order not to hinder the pneumatic releasing action, it is evident that the regular
operation of this feed of the auxiliary reservoirs would be again dependent upon
the sensitiveness of the triple valves; this device, though excellent for preventing
the violent action of the Westinghouse "quick-acting" brake, would not be able
to afford a sufficient guaranty in certain special case, for example upon very long
incline lines laid on uneven ground, where it is indispensable to charge the reser-
voirs while the brake is applied to the wheels.
I then thought that it would be useful to dispense with the co-operation of the
triple valve, as regards the ordinary brake as well as the quick-acting brake, from
the point of view of the feed of the reservoirs and of the adjustability, and I have
been led to seek the use of a direct electric action enabling me, in order to apply
the brake, to send the air directly from the auxiliary reservoir into the brake
cylinders and to retain it therein, although the triple valve remains motionless in
the disengaging or releasing position, and this without in any way impeding the
pneumatic action during the engaging as well as during the releasing operation.
For this purpose I have contrived the following device which insures all the
advantages hereinbefore referred to, and has moreover the great advantage of
enabling me to employ a one line-conductor only instead of two and to dispense
with the triple valve switching devices, the terminals of one half of the connection
of the ine, which may in practice always be the cause of difficult action, and the
further advantage of having only one electric double valve per carriage, instead
of two pieces of apparatus.
To achieve this object I replace, in principle, the electromagnets of my brake
applying and releasing valves by one single circular electro-magnet formed by a
ring of the Pacinotti Gramme, Siemens or other type arranged as shown in
Figure 7, between the poles of a magnet. This ring is represented by M and the
magnet by P P. The ring oscillates around an axis I (Figure 9) and carries a
double lever acting upon two pointed pins k k which by the aid of rod exten-

page_text: sions act upon two other pointed pins which are equivalent to the points of
the electro magnets used in the braking and releasing valves described in the
before mentioned British Specification.
It is obvious that instead of these two pointed pins being actuated by means of
separate electro magnets, I actuate them by a lever, with the aid of an alternate
motion of the ring, obtained by reversing the current in the line-conductor.
One of the extremities 0 of the conducting wire of the shunt wound ring
(Figure 7) is connected to the single line L L' which passes all along the train and
the other extremity is connected to a block O leading to the earth.
The winding of the wire upon the ring, which of course has no replacing switch
for the sake of greater simplicity, has been discontinued upon two small sectors
lying on each side of the diameter perpendicular to the line of the poles of the
magnet, and these sectors correspond to the total amplitude of the movement of
the ring in both directions.
The current is passed, stoppeu and reversed by means of the operating cock.
This cock carries an insulating extension H provided with two metal points 21
and 3' connected by a metal cross bar or stay 4 and these two points rub upon two
sectors 5 and 6 Figs. 4 and 6. The extremity of the first sector a' corresponds to
the line; whereas the extremities of the second sector 61 are connected to the poles
of the electric battery; the second sector 61 is moreover divided in two parts by
means of an insulating portion w.
Upon a third sector 7 likewise formed by two separate parts rubs another
point 10 Figs. 3 to 5 which is connected by an insulated conductor 11 12¹ to
the handle of the cock, this being effected through the medium of a flexible lever 8¹
which by the pressure of the hand establishes contact with the metal mass of the
cock and consequently with the earth. Thus one of the poles of the battery can
be connected to the earth whilst the other is connected to the line, owing to cross-
connections 131 141 of the sectors 61 71. The insulated part of the sector 7¹ as
well as that of the sector 6 correspond to the natural position of the cock. There
is also a small insulation in the second position called the position of motion.
It is evident that when the cock is placed in the position corresponding to the
electric application of the brake and when the flexible lever 81 is pressed, a current
passes into the line in a certain direction because the circuit is closed by the handle
of the operating cock, which is connected to the earth, and by that extremity of
the conducting wire U of the ring which is soldered on to the mass in connection
with the earth.
In this position the ring oscillates toward the left and sets the valve in operation
for applying the brake.
When I return the cock to the neutral position, no current passes because the
circuit is interrupted, and the ring returns to its position of rest.
When I place the operating cock in the position corresponding to the electric
release of the brake (see Figure 5), a current passes into the line as long as I press
the flexible lever 8 and this current evidently flows in a direction opposite to the
first current, and is likewise closed by the earth circuit, as previously.
This current will impart to the ring a rotary motion toward the right in a reverse
direction to the first one, and will thus enable the releasing valve to act.
The ring will again take up its position of rest when I return the cock to its
neutral position.
As regards the whole arrangement of my application and release valves, I refer
to the following description with regard to the different cases. Figure 10 repre-
sents a diagrammatical view of the whole device. Figures 3, 4 and 5 indicate the
detail parts of the reversing switch of the operating cock.
The whole device of the electromagnet of the
valves, is represented in elevation in Figure 6.
Figure 7 shows the same device in side view.
electric applying and releasing
Figure 8 represents a plan and
Figure 9 a sectional view of the said constituent device on the lines X-Y Z-V
U-W

page_text: My application valve represented at S (Figure 9) consists of a movable device
comprising a packed piston p, a pressed leather piece and a clack d' with a
counteracting spring r A pipe connection R' communicates with the auxiliary
reservoir R, a channel O with the lower chamber of the pointed pin valve t and the
channel i with the upper chamber of the packed piston p.
The releasing valve D', likewise represented in Figure 9, is composed of a mov-
able device comprising a pressed leather piston with a counteracting spring r
and a clack or disc valve 2; another clack ft forms part of a packed piston p
with counteracting spring 2. The pipe connection 1 communicates with the
triple valve N (Fig. 10) and the pipe connection with the brake-cylinder C
(Fig. 10). The packed piston p moves in a metal jacket, in which a series of
orifices are made corresponding to a circular chamber g. This chamber is con-
nected, by a passage O with the lower chamber of the pointed pin valve and
with the tubular connection F passing to the brake cylinder. The channel
communicates with the chamber above the piston Finally, an orifice E
communicates with the atmosphere.
A conduit h h which terminates above the packed piston p, indicated in dotted
lines (Figure 9) causes the brake cylinder to communicate with the auxiliary
reservoir through the medium of the application or engaging valve. The general
action of these valves is as follows:
When I place the cock in the position for applying the brake moderately by
electric action, the ring partially revolves toward the left, and the lever / closes the
pointed pin valve & and opens the other t. Instantly air from the auxiliary reser-
voir passes through Oi and arrives above the packed piston p thus lowering the
latter. The clack valve d is then open, and the air from the auxiliary reservoir
flows directly through the channel hh' and F to the brake cylinder after having
caused the packed releasing piston p' to descend and consequently having closed
the clack f.
On returning the cock to the neutral position, the ring again occupies its medium
position, the pointed pin valve t closes, the pointed pin valve k opens, and the air
which was above the engaging piston escapes. At once the device de p again
rises under the influence of the spring r and the clack valve cuts off all com-
munication between the auxiliary reservoir and the brake-cylinder.
Thus by successively returning the cock from the position, in which the brake
is electrically applied, to the neutral position, air can be passed from the auxiliary
reservoir, directly into the brake cylinders in as small quantities as desired.
When the cock is placed in the position for electrically releasing the brake, the
direction of the current changes, the ring revolves partially toward the right and
the lever brings the pointed pin valve into the closing, and the pointed pin
valve into the opening position. At once the air contained in the brake cylinder
which was in communication with the releasing valve packed piston chamber q
passes through O in order to act upon the piston 2. The movable device c² ² is
instantly lowered and the air contained in the brake cylinder escapes through
E.
On returning the cock to the neutral position the ring again occupies its medium
position, the pointed pin valve arrives in the closing and the right hand lower
pointed pin valve k in the opening position: the air above escapes and the mov-
able device attached thereto again occupies its normal position under the action of
the spring and cuts off the communication between the brake cylinder and the
atmosphere.
Thus on successively passing the cock from the releasing position to the neutral
position, the air can be discharged from the brake cylinder in as small proportions
as desired.
It is evident that in this manner and by using a single line conductor, I am
enabled to effect the electric application and releasing operations with the most
complete graduation: since for applying the brake I take the air directly from the
auxiliary reservoirs in order to pass into the brake cylinders; and for releasing the
brake I directly discharge the air from the brake cylinders to the atmosphere.

page_text: In cases where a compound application of the brake is required the packed pis-
ton pis subjected upon hoth of its faces to the pressure from the auxiliary
reservoir, and will thus finally occupies the position indicated in Figure 9 owing to
the action of the counteracting spring, and the releasing action can always be
produced pneumatically even in case the passage of the current is interrupted;
the object of the small groove is to permit of emptying if required, the chamber
situated above the packed piston 71 during the pneumatic releasing action.
It has been shown that for the whole duration of these moderate electric appli-
cations, I feed the reservoirs entirely through the triple valve which has not acted
and which is always in the releasing position indispensable on certain lines with
steep inclines.
On the other hand, when, instead of effecting the application and release elec-
trically only, I place the cock in the position for the most powerful application or
the thorough release, the two brakes operate together and independent of one
another by the same manipulation of the operating cock, as has been indicated in
my preceding patent. Finally it may be stated that in using the device, it would
be necessary for obtaining a thorough releasing action, when a rupture in the pipe
has occurred, to empty not only the cylinders but also the auxiliary reservoirs.
In order to avoid this useless loss of air and to keep the auxiliary reservoirs
charged so as to be enabled to still effect a few stoppages even with a ruptured
conduit, it suffices to omit the conduit 0 of the releasing valve and to replace the
same by a conduit 02 indicated in dotted lines in Figure 9, which causes the two
chambers situated below the lower pin valves and to communicate. Under
these conditions the discharge of the cylinders will be effected completely without
loss of air from the reservoirs.
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. The combination with the electric valves of the lower triple valve arrange-
ment described above for invariably limiting the stroke of the triple valve piston
when the brakes are applied effectually prevents any violent action of the West-
inghouse instantaneous brake and further allows of the auxiliary reservoirs being
supplied by means of the channel m during a moderate braking.
2. In an electro-pneumatic brake, the combination of my braking and releas-
ing valves already described, but suitably modified by the use of a rotary electro-
motor replacing the attraction of the electro-magnets for enabling me to effect the
graduation of the braking by taking the air directly from the auxiliary reservoirs
and introducing it into the brake cylinders, whilst ensuring the feeding of the
said reservoirs during a prolonged moderate braking, a combination which enables
me besides to dispense with the triple valve commutator, the terminals, as well as
one half of the electric connections of the line and to have but one line wire in-
stead of two, through which runs alternately, according to the position of the
actuating cock, a current in the reverse direction alternately actuating the valves
for applying and releasing the brakes by means of the rotary electro-motor,
substantially in the manner and for the purpose specified.
1941
1000
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.