Year: 1898

page_text: Date of Application, 8th Aug., 1898-Accepted, 29th Oct., 1898
I, REGINALD WALTER BARKER, of Vulcan House, 56, Ludgate Hill, London, England,
Patent Agent, do hereby declare the nature of this invention, and in what manner the
same is to be performed, to be particularly described and ascertained in and by the
following statement :---
My invention relates to fluid pressure railway brakes; and has for its object to
provide an improved engineer's brake valve.
The especial purposes had in view, as well as the exact nature of my invention, will
appear from the statement of fact and the detailed description of mechanism herein-
after given; and the novel features of the construction will be defined in the claims.
While capable of a more general application my invention is especially designed for
use in automatic air brake systems of well known standard types, such as the Westing-
house, New York, &c.
The construction of the type of air-brakes above referred to and the principles of
their operation are well known. It is desirable, however, to call to mind several of the
salient features of the said systems, in order to distinctly bring out the purposes, and
construction of my improved engineer's valve. As is well-known, the auxiliary
reservoirs are normally in communication with the train-pipe and both are, of course,
charged with the same pressure, which is ordinarily seventy pounds. The charge is
given from the main reservoir on the engine through a reduction valve, which is
ordinarily set to give a reduction of twenty pounds. In other words, the main
reservoir is ordinarily charged to ninety pounds by the pump, under the control of a
governor valve, normally in communication with the train pipe, which automatically
stops the pump whenever the maximum train pipe pressure of seventy pounds is
reached. The brakes are applied throughout the train, by a reduction of pressure, in
the train pipe, which reduction causes the triple valves to first shut off the auxiliary
reservoirs from the train pipe and then to open the said reservoirs to the brake motors,
thereby setting the brakes. The proportions of the brake motor cylinders and the
auxiliary reservoirs are such that when the brakes are set to maximum pressure in so
called service application, the equalizing action between the two, under expansion,
will reduce the original pressure of the auxiliary reservoir to fifty pounds, or give a
twenty pound reduction. Hence the maximum effective reduction in the train pipe
for braking purposes, is twenty pounds. Any further reduction simply bleeds the
train pipe. Within the range of twenty pounds, the power with which the brakes
will be applied is dependent on the amount of reduction in the train pipe.
The above remarks apply especially to service applications of the brakes, where the
reduction should be gradual.
The so called "quick action triple valve," with which the most improved brake
systems are now equipped is so constructed that when an extremely sudden reduction
is made in the train pipe, of say ten or twelve pounds or more, in addition to opening
the brake cylinder to the auxiliary reservoir, as hitherto noted, it will open the same

page_text: to the train pipe direct, giving what is called "the emergency action." Under this
emergency action, the joint pressure of the train pipe and reservoir are delivered on
to the brake motor piston, giving an effective pressure of sixty pounds on the piston
from seventy pounds reservoir and train pipe pressure, or about twenty per cent.
greater than from a service application. This emergency action is practically
instantaneous and simultaneous throughout the entire train; and produces great
strain on the car couplings and running gear. Hence, as its name indicates, it should
be restricted to cases of emergency. The reductions in the train pipe, both for the
service and the "emergency" applications, are controlled by a graduating discharge
valve called the "engineer's brake valve." This engineer's valve is located intermediate
the train pipe and main reservoir on the engine, and is provided with a hand lever,
positioned in the cab within easy reach of the engineer. The engineer's brake valve
also controls the release of the brakes; and, when moved into its releasing position,
will admit air direct from the main reservoir to the train pipe, thus increasing the
pressure in the train pipe. This increase of pressure in the train pipe, will through
the instrumentalities of the triple valves, above referred to, reopen the passages from
the train pipe to the auxiliary reservoirs permitting the same to be recharged, and, at
the same time open the brake cylinder to exhaust, allowing the air in the same to
escape into the atmosphere, thus releasing the brakes. In a word, the entire system
is under the control of the engineer through his brake valve; and the several positions
assumed by the said valve for performing the several different required functions are
know respectively as the "running" or normal position, the "lap" or closed position
of all passages, "the service application positions" the " emergency position" and
the "releasing position."
With the foregoing statements in mind, ny invention may be readily understood.
Briefly stated, as one broad feature of my invention, I combine with the train pipe
and valve mechanism for opening and closing the exhaust therefrom, a controller, for
effecting the exhaust closing movement of said valve mechanism, comprising a
chamber charged with fluid under pressure and closed during exhaust from train
pipe, and a movable body, such as a piston, subject to the train pipe pressure on one
side and to pressure from said chamber on the other, which movable body under the
reducing pressure in the train pipe will be compelled to move by the pressure from
said closed chamber may be made to effect the exhaust closing movement of said
valve mechanism.
As another broad feature of my invention, I provide a valve mechanism having a
pair of valves, one of which may, for convenience, be called the "exhaust opening valve,"
and the other, the "cut-off valve," the former of which is adapted to open the train
pipe to exhaust and may be variably set in advance in different predetermined posi-
tions for corresponding reductions, and the latter of which, is under strain or tension
and adapted to follow, under the reducing pressure in the train pipe, to automatically
cut off the exhaust whenever the corresponding set reduction has been reached.
other words, my valve mechanism is adapted to be set for any desired reduction, and
the exact reduction necessarily follows without any further attention. No pressure
gauge is required.
In
In the preferred form of my invention, the exhaust port of constant size through
its body employed for all service applications of the brake, is of such restricted cross
section that the escape is limited so that the reduction must be gradual.
My mechanism is illustrated in the accompanying drawings.
Figure 1 is a longitudinal vertical section of the entire valve mechanism, con-
structed in accordance with the preferred form of my invention, taken on the section
line XX¹ of Fig. 3. Fig. 2 is a vertical cross section taken on the line Y Y¹ of
Fig. 1, looking toward the right. Figs. 3 and 4 are plan views of the valve
mechanism, some parts being removed and others being broken away. Fig. 5 is a
bottom view of the exhaust opening valve attached. Figs. 6A, 6B, 6º, 6º, are a series
of diagrammatic views, illustrating the different positions of the exhaust opening
valve, on its seat, the engaging face of said valve being shown in skim sections.
Fig. 7 is a diagrammatic view, partially in side elevation and partially in longitudinal

page_text: vertical section, illustrating a modified form of the valve mechanism. Fig. 8 is a
bottom view of the exhaust opening valve used in connection with the modification
illustrated in Fig. 7, and Fig. 9 is a diagrammatic view of the same, illustrating the
normal or running position of said valve on its seat. Fig. 10 is a view, in vertical
longitudinal section, some parts being broken away, illustrating still another modifi-
cation of the valve mechanism.
Referring to Figs. 1 to 6 inclusive, a is a main casting formed with a cylinder
chamber at a closed storage or equilibrium chamber a² and a seat a³ for the exhaust
opening slide valve b. The said valve and valve seat are covered by an ordinary air
chest at. c is the cut off or follower slide valve supported by runways a³, working
against the face of the exhaust opening valve b and movable to and fro in the main
port a of the valve seat a³. The cut-off valve c is connected by a pivoted lever c¹
with a piston c2 working in the cylinder chamber a¹. On the left side of the
piston c2 the cylinder a¹ is in communication with the train pipe (not shown) through
the union pipe section d and, on the right side of said piston the said cylinder a¹ is
in communication through a passage a7 with the equilibrium chamber a². The air-
chest a is normally in communication with the main reservoir (not shown) through a
port f, in the valve seat a³, and through the union pipe section f¹. f is a feed-port
from the valve-seat to a passage f³, and fitted with the standard reduction or
"excess pressure" valve f4, which passage f³ leads to the cylinder chamber a¹ and
thence through pipe d, to the train pipe. 8 is the exhaust passage from the valve
seat a to the atmosphere, normally closed by the valve b. b is the limited dis-
charge or exhaust passage through the body of the valve b, which co-operates with
the cut off valve c, in the service applications, and is normally closed by the valve-
seat a³. 2 is a large exhaust passage in the valve b, which by an extreme movement
of the valve, may be made to open the main port a to the external exhaust
port as, for emergency use. In all other positions of the valve b this passage 62
is closed by the valve-seat a³. c is a port in the valve-seat a³ communicating
through a passage c4, with the cylinder on the right side of the piston c². The
valve b has a stem 63 passing out through a stuffing box 6 to a hand lever b, having
a spring latch 6 engagable with a graduated notched segment 7, the notches of which
correspond to the different positions which the valve b may take.
As is obvious, in lieu of the equilibrium chamber inclosing the volume of air
against the valve controlling piston, in opposition to the train pipe pressure a spring
might be employed. The air chamber is, however, much preferable, inasmuch, as
the said chamber will always be charged to a pressure equal to that in the train-pipe,
regardless of any variation in the so called normal or maximum train-pipe pressure.
Operation: The exact relation of the valves b and c, to the air passages above
noted, will be developed in tracing the operation, which may be done by reference
to Figs. 1 and 6 to 6" inclusive.
First. In the running or normal positions, as shown in Fig. 6ª, the port f2 is open
to the port f thus admitting air from main reservoir to feed, through the reduction
valve f, to the train pipe, for charging the auxiliary reservoirs (not shown) and the
cylinder chamber a¹; and the port c³ is open to the main port a permitting air to
flow from the left end of the cylinder al through passage ct, to the right end of said
cylinder and thence through passage to the equilibrium chamber a², giving equal
pressures on both sides of the piston c², which will normally stand as shown in Fig. 1.
Second. In lap position, as shown in Fig. 1, all the air passages are closed or
blanked with the exception of the port f, which admits main reservoir pressure to
the air chest at. This is the position into which the valve is thrown for "double
heading," for making repairs without losing main reservoir pressure.
Third. In any of the service application positions, as shown in Fig. 6B, the valve
passage 6 will open the exhaust from the train pipe, through the main port a6, to
the external exhaust as. The port f2 will be covered and all communication between
the train pipe and main reservoir will be shut off thereby; and at the same
time, the port c³ is also covered, shutting off the equilibrium chamber a² from the
train pipe, and rendering it a closed chamber, which is, at this time, charged with

page_text: train pipe pressure. Hence, as the reduction takes place in the train pipe and
cylinder chamber a¹, the pressure of the air confined in the equilibrium chamber a²
will force the piston c2 toward the left, to preserve the equilibrium on its opposite
sides. The piston c², in its movement toward the left, will through the lever c¹,
move the cut off or follower valve c toward the right. Hence, if the notched
segment 6 had been properly graduated with relation to the movement of the
piston c², for definite predetermined reductions in the train pipe; then, the very
instant that the reduction is reached, for which the valve lever 65 was set on the
segment 67, the cut off valve c will have been moved so as to close the valve discharge
passage 61 and cut off the exhaust. It is obvious, that the farther the valve bis
moved toward the right, in advance of the follower or cut off valve c, the greater
will be the movement of the piston c², toward the left, and of the follower or cut off
valve c toward the right; and the greater the consequent reduction in the train
pipe pressure. From the foregoing, it is obvious that all the engineer has to do,
in service applications is to set the lever 55 in the proper notch of the segment 6',
provided for the predetermined desired reduction, or effective power on the brakes.
The range of reductions for service applications, is from about eight to twenty
pounds. Within this range, in virtue of the limited discharge passage b¹ in the
valve the reduction in the train pipe will be at the same rate, regardless of the
total amount of reduction, and hence-under service applications, the emergency
cannot be unintentionally set; and, of course, owing to the action of the cut off or
follower valve c, the train pipe cannot be bled, in any service application.
Fourth. In the emergency position, as shown in Fig. 6º, the valve b and valve-
lever 65, are given their extreme throw toward the right, and the emergency exhaust
passage b2 of the valve b, will open the main port a directly to the external
exhaust as, giving the instantaneous discharge from the train pipe and causing the
emergency action of the brakes. In the emergency position of the valve b, all other
passages, except those above named, are closed. To ensure the free exhaust necessary
for the emergency action, regardless of the following movement of the cut off valve,
the said cut off valve c is narrower than the emergency exhaust passage 6² and the
main port a, and hence will not close the same under its following movement.
Fifth. In the releasing position, as shown in Fig. 6", the valve lever 65 and the
valve b, are moved to the extreme left. In this position, the main reservoir is thrown
into direct communication with the train pipe, through the opened main port %, air
chest at and port f; thereby recharging the train pipe and auxiliary reservoirs and
releasing the brakes. In this recharging of the train pipe and auxiliary reservoirs,
the pressure in the main reservoir will be reduced below the maximum train pipe
pressure of seventy pounds, but the pump will continue to act until the seventy
pounds pressure is reached in the train pipe, when the pump will be stopped by the
governor valve.
In the releasing and recharging position of the valve b, as above
noted, the passage ct from right end of cylinder a¹ and equilibrium chamber a² will
be open, through port c³ and valve passage 62 to the external exhaust 8, thereby
permitting the train pipe pressure in the cylinder a¹ on the left side of the piston c²
to return the same toward the right into its normal position.
In the modification shown in Figs. 7, 8 and 9, the principles therein involved are
substantially the same as those set forth above, in connection with our preferred form
of the valve mechanism. This modified construction is herewith showu simply to
illustrate the fact that our valve mechanism may readily take the rotary form. In
this modification, the modified parts corresponding to similar parts in the preferred
form, are designed by the capital letters of the same characters marked with the same
powers. In this construction, the port C³ and passage C leading to the equilibrium
chamber a² are open to the train pipe in the "running position" and to the exhaust
port as, in the "releasing position "by a pair of cavities m and n, respectively. In
the running position, (as shown) in Fig. 9, the cavity m forms a communicating
passage between the said port C3 and the main port A from the train pipe, while in
the releasing position, not shown, the cavity n opens communication, between the
said port C³ and the exhaust opening A8. The cut off valve C is carried directly by

page_text: the piston lever C³, pivoted at the axial center of the exhaust opening valve B. The
operation of this valve mechanism as an entirety, is substantially the same as that of
my preferred form, and a further description thereof is not deemed necessary.
Referring to the modification, illustrated in Fig. 10, this construction is herewith
shown, to further illustrate the fact that the exhaust opening and exhaust closing
valves and their co-operating exhaust passages in the valve seat, may take various
forms, without departing from the broad principles of my invention. In this con-
struction, the exhaust opening valve r is provided with a large exhaust opening
cavity, which co-operates with a series of exhaust port openings s and s¹ extending
through the valve seat s², from the cylinder a¹; and also with the external exhaust
port 83, opening from the said valve seat 82 to the atmosphere. In service applications,
the valve r is moved so that the exhaust cavity will uncover and form a com-
municating passage between one or more of the exhaust passage 8, and the external
exhaust port 83; while to apply emergency action of the brakes the said valver is
given an extreme movement to the right, which causes its exhaust cavity r¹ to open
all of the ports s and also the port s¹ to the external exhaust 83. In this construction,
the cut-off valve c works on the under side of the valve seat 82, and is adapted to
follow the primary or exhaust opening valve r, to cut off or close the particular
exhaust openings 8, which have been opened thereby, when the proper reduction has
taken place in the train pipe. Otherwise the construction and operation of this
modification are the same as that set forth in the description of my preferred form.
As is obvious, various alterations in the details of constructions of my "engineer's brake-
valve" might be made, without departing from the spirit of my invention. It will also
be understood that the principles of my valve mechanism, as herein set forth, while
shown and described as embodied in an "engineer's brake-valve "
may be readily
incorporated into valve mechanism, suitable for general use, wherever it is desired to
make graduated reductions of pressure in a fluid containing vessel.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is
1. The combination with a train pipe or other receptacle containing fluid under
pressure of valve mechanism for opening and closing the exhaust from the same,
adapted to be set for the desired reduction, and a controller for effecting the closing.
movement of said valve mechanism, comprising a chamber charged with fluid under
pressure, and closed during exhaust from said train pipe or other receptacle and a
movable body subject to train pipe pressure on one side and to opposing pressure
from said closed chamber on the other, whereby, under the reducing pressure in the
train pipe the said body will move and cut off the exhaust, whenever the set reduc-
tion is reached, substantially as described.
-
2. The combination with a train pipe or other receptacle of a discharge port for
the same, and a graduating discharge valve mechanism controlling said port and
consisting of a primary or exhaust opening valve adapted to be set for a desired
reduction of train pipe pressure, and follower or cut-off valve co-operating with said
primary valve and controlled by pressure from said train pipe or receptacle to
automatically stop the discharge when the set reduction is reached substantially as
described.
3. The combination with a train pipe or other receptacle of a graduating discharge
valve mechanism, comprising a primary or exhaust opening valve adapted to be set
for the desired reduction, a follower or cut-off valve, a controller, for said cut-off
valve consisting of a chamber, charged with fluid under pressure and closed during
exhaust from train pipe, and a movable body subject to train pipe pressure on one
side and to pressure from said closed chamber on the other, and provided with
connections to said cut off valve, whereby said body and cut off valve will move under
the reducing pressure, and cut off the exhaust when the set reduction is reached.
4. The combination with the train pipe, of the primary or exhaust opening valve
adapted to be variably set in advance for any desired reduction, the follower or cut

page_text: off valve the equilibrium chamber charged with train pipe pressure and closed during
exhaust from train pipe, and the movable body, with connections to said cut off
valve, subject to train pipe pressure on one side and to pressure from said equilibrium
chamber on the other, substantially as and for the purposes set forth.
5. The combination with the train pipe, of the primary or exhaust opening valve
adapted to be set in advance, for any desired reduction, the follower valve the
equilibrium chamber charged with air under pressure a valved passage between said
chamber and the air supplying receptacle, controllable by the movement of said
primary valve and constructed to be opened in the running position and to be closed
in the "service position" of said primary valve, and a movable body connected to
said cut off valve, subject to train pipe pressure on one side and to pressure from the
confined air in the equilibrium chamber on the other, substantially as and for the
purpose set forth.
6. The combination with the train pipe, or other air supplying receptacle of valve
mechanism, comprising the primary or exhaust opening valve adapted to be set in
advance for any desired reduction, the follower or cut off valve, the equilibrium
chamber, a fluid passage from said equilibrium chamber to the seat of said primary
valve, the construction of said primary valve being such that said passage to the
equilibrium chamber will be open to the train pipe in the "running position" closed
in all service positions," and opened to exhaust in the "releasing position
the movable piston connected to said cut-off valve, subject to train pipe pressure on
one side and to the pressure from the equilibrium chamber, on the other, substan-
tially as and for the purpose set forth.
and
7. The combination with the train pipe or other receptacle of valve mechanism,
comprising the primary or exhaust opening valve provided with the restricted exhaust
port, the cut off valve co-operating with said exhaust port in gradual reductions, the
equilibrium chamber charged with air under pressure, and a movable body connected
to said cut off valve, subject to train pipe pressure on one side, and to the pressure
of the confined air in said equalizing chamber, substantially as described.
8. The combination with the train pipe of the valve mechanism, comprising the
primary or exhaust opening valve provided with the restricted exhaust opening and
the large emergency exhaust opening, the cut off valve co-operating with said
restricted exhaust opening in the "service positions," and exhaust ports in the valve
seat, co-operating with said emergency port in said primary valve, in the emergency
application, the equilibrium chamber charged with air under pressure, and a movable
piston connected to said cut off valve, subject to train pipe pressure on one side and
to the pressure of the air confined in the equilibrium chamber on the other, substan-
tially as and for the purpose set forth.
9. The combination with the primary or exhaust opening valve, adapted to be set
in advance in different predetermined positions for corresponding reductions of a
graduated lock-plate marked to indicate the different positions of said exhaust valve,
a manuel valve setting device co-operating with said lock-plate, the cut-off valve, and
the automatic controller for said cut off valve, substantially as and for the purpose
set forth.
'
10. In a valve mechanism of the class described the combination with the primary
or exhaust opening valve b, having the restricted exhaust port. 61 of the cut off
valve c working on the face of said valve b and co-operating with the port b¹, the
casing a comprising the cylinder a¹ and the equilibrium chamber a², in communica-
tion with each other, and the piston c2 working in said cylinder a¹, subject to the
train pipe pressure on one side and to the pressure of the air confined in the
equilibrium chamber on the other, and having connections to said cut off valve c,
substantially as and for the purpose set forth.
D
OLL
1000