Improvements in Brakes and Safety Appliances for Railway and Tramway Vehicles.
Year: 1892

page_text: Date of Application, 25th Oct., 1892
Complete Specification Left, 25th July, 1893-Accepted, 23rd Sept., 1893
PROVISIONAL SPECIFICATION.
Improvements in Brakes and Safety Appliances for Railway and
Tramway Vehicles.
I, LÉON SOULERIN of 20 Rue Taitbont, Paris in the Republic of France,
Engineer do hereby declare the nature of my invention to be as follows:-
This invention relates to improvements in the construction of brakes by means of
which direct acting vacuum brakes, automatic vacuum brakes and automatic com-
pressed air brakes are rendered more prompt in their action than heretofore. The
invention further relates to apparatus for enabling passengers to call or communicate
with the officials in charge of the train.
The quick acting automatic brakes constructed according to my invention whether
worked by compressed air or a vacuum enable the application of the brakes to be
graduated as required and with great precision and also enable the brakes to be
taken off with great rapidity at the same time providing for a sudden application
of the brakes in case of need. In the brakes working with compressed air the
brakes commence to be taken off directly a pressure slightly above one kilo. for
example is reintroduced into the main pipe moreover the introduction of this
pressure causes a certain quantity of air to pass from the brake cylinder into the
main so that the pressure is transmitted from one apparatus to another in succession
and the main receives a supply of air from as many orifices as there are distributors
in the train. A sudden application of the brakes is obtained by causing the air to
esape from the main into the atmosphere through each distributor so that the
depression is transmitted from one apparatus to another with a rapidity in proportion
to the shortness of the intervals between the distributors.
In the quick acting automatic vacuum brake the action is the reverse of that of
the compressed air brake. The rapid application of the brakes is effected by the
admission of air from the atmosphere into the main through each distributor.
The brakes commence to be taken off when a vacuum corresponding to about
20 centimetres of mercury is produced in the main and a large portion of the air
contained in the main passes into the brake cylinders so that the exhaust from the
main takes place through as many passages as there are distributors.
In the two systems of quick acting brakes the pressure of the brakes can be
graduated by partially opening the valve of the controlling apparatus. In case
full pressure is suddenly applied by mistake the error can be easily remedied by
taking off the brakes as this can be done with sufficient rapidity to prevent the
occurrence of any disagreeable or injurious shock. These brakes are combined
with a controlling valve for a brake working with compressed air and provided
with a whistle. This apparatus occupies very little space and being complete in
itself does not necessitate any supplementary apparatus. It is worked by a lever
handle requiring a slight effort to move it thus greatly facilitating the manipulation
and enabling the action of the brake to be controlled with great precision.
On a train composed of a small number of vehicles, the direct acting vacuum
brake may be employed. On tram-ways it is essential for the brakes to be certain
in their action and capable of being gradually applied. They require to be
capable of retarding and stopping the vehicles very frequently and at the same
time must be capable of bringing the vehicles to a standstill in the smallest
possible distance if required.
The slowings and stoppages being extremely frequent it would be difficult to
recharge the reservoirs of ordinary automatic brakes between two consecutive
stoppages and to retain sufficient power in reserve for a sudden stoppage in case of
neod

page_text: An automatic compressed air brake also involves the constant action of a com-
pressor which consumes a large quantity of steam and is noisy in its action.
Automatic vacuum brakes present analogous disadvantages and are too cumbrous
to be employed on tramway vehicles.
The direct acting vacuum brakes hereinafter described are constructed with the
object of obtaining a more rapid action, and are more especially applicable to
trains composed of a small number of vehicles.
An air reservoir and a special distributor are provided on the engine being
arranged between the controlling apparatus and the main brake pipe. A double
acting vacuum meter is connected with the distributor and one hand of the meter
indicates the degrees of vacuum in the main pipe and in the brake cylinders or
chambers whilst the other hand indicates the degree of vacuum existing in the air
reservoir.
In the controlling apparatus or distributor the ports in the seat of the rotary
distributor valve as well as in the said valve are so arranged that the lever handle
on the valve spindle can be placed in a greater number of different positions than
is usual in distributors of this type. The valve is provided with a cam acting
upon the rod or stem of the stop valve of the distributor and a supplementary
rotary valve on the same spindle as the distribution valve is provided with two cams
acting on another valve hereinafter referred to.
The distributor is connected with the main and with the reservoir and contains a
stop valve which is pressed to its seat by a strong spring. The distributor also
contains two non return valves provided with relatively weak springs.
The stop
valve is worked by the cam on the distribution valve the valve stem being provided
with a small piston for preventing the external air from passing into the main pipe.
The controlling apparatus communicates with a chamber connected with the main
and with a chamber containing the smaller non return valve and with the main.
When the stop valve is open the main pipe communicates with the chamber con-
taining the large non return valve and the air from this pipe is free to pass into
the reservoir provided that the pressure in the latter is lower than that existing
in the main. The said non return valve prevents any circulation in the opposite
direction.
The lever handle of the controlling apparatus may be placed in four principal
positions. In the first position the valve admitting steam to the ejector is open
and air from the exterior passes freely into the main pipe whilst the exhaust takes
place into the chamber containing the small non return valve and into the reservoir
the vacuum in the latter being thus restored to the normal degree each time the
brakes are taken off.
In the second position the steam supply valve of the ejector is closed and the
main pipe is cut off from communication with the atmosphere this being the
position in which the handle is placed for the purpose of maintaining pressure on
the brakes and especially for producing the graduated pressure the handle also
occupies this position immediately after the brakes are taken off.
.
In the third position the ejector is in operation and its nozzle communicates with
the main pipe alone in which a vacuum is created without opening the stop valve?
The bandle is placed in this position whenever the speed is to be reduced or the
brakes are to be gradually applied.
In the fourth position or position for suddenly applying the brakes the ejector
communicates with the main pipe and the stop valve is opened whilst air from the
main pipe and diaphragm chambers passes into the reservoir and into the ejector
nozzle simultaneously. Directly equilibrium is established between the reservoir
and the main pipe the small non-return valve closes and the ejector exhausts solely
from the main pipe. The reservoir is recharged at the same time as the brakes
are taken off by returning the handle to the first position.
The handle is capable of occupying another or intermediate position slightly
removed from the first position and in which steam is not admitted to the ejector
although air can pass into the pipe and cause the brakes to be taken off. It is

page_text: evident that the rapidity with which the brakes can be applied in case of need
increases in proportion to the size of the reservoir. In practice this reservoir
may be constructed of a capacity equal to say about 300 litres being divided into
two chambers each containing 150 litres. If the sum of the capacity of the
diaphragm vessel and main pipe does not exceed 120 litres the addition of the
apparatus hereinbefore described materially reduces the time required for stopping.
The handle must first be placed in the first position and left there until the vacuum
meter on the reservoir indicates a degree of vacuum corresponding to about
60 centimetres of mercury the handle is then placed in the second position and
left there whilst the train proceeds on its journey.
In order to stop the train suddenly the handle must be moved quickly to the
fourth position in which it remains until the train has come to a standstill.
In order to stop the train in the ordinary way the same operation must be
performed but the handle must be brought back a little before the train is com-
pletely stopped and must be maintained in this position until the vacuum meter on
the reservoir indicates that the vacuum therein has been sufficiently restored
after which the handle is brought back to the second position or position for
running.
In order to slacken speed the handle is placed in the third position until the
vacuum in the main is sufficient after which it is returned to the second position
and finally in order to take off the brakes it is placed in the intermediate position
hereinbefore referred to.
In the case of long trains an automatic vacuum and moderated brake apparatus
hereinafter described may be employed being composed of the following parts
namely,
1. A diaphragm vessel or brake cylinder.
2. An auxiliary reservoir.
3. A quick acting distributor.
4. A main pipe connected directly with the distributor and provided at each
extremity with flexible hose and coupling.
5. A cut off valve placed between the main pipe and the distributor.
The guards vans are further provided with a vacuum meter indicating the
degree of vacuum in the main pipe and with an air inlet valve for enabling the
guard to admit air to the main pipe and stop the train in case of need. The loco-
motive is provided with an ejector apparatus comprising a controlling or manipulating
apparatus by which the brake is worked and the ejector proper the latter being
constructed with one large ejector and one small ejector.
The supply of steam which is regulated by an ordinary cock preferably placed
upon the steam dome so as to obtain the steam as dry as possible. This cock may
be placed in two positions in one of which the stean is admitted to the manipulator
apparatus when the engine is running the other being employed for establishing
communication between the boiler and the said apparatus when the engine is
standing still.
The apparatus is provided with an orifice communicating with the main pipe and
with an orifice communicating with the exhaust from the distributer on the engine
or with the pipe connecting this distributer with the one on the tender. Another
orifice communicates with the vacuum meter indicating the vacuum in the main
and another orifice communicates with the vacuum meter indicating the vacuum
in the diaphragm chamber on the engine when the brake is worked by direct
action.
The plates by which the manipulating apparatus is attached to the ejector are
provided with corresponding orifices for the supply of steam to the large and small
ejectors and for the air exhaust from the said ejectors. A non-return valve placed
between the main pipe and the exhaust passages of the ejector prevents any steam
or water of condensation from returning into this pipe.
The manipulating apparatus is constructed with two rotary valves working upon
two corresponding seats.

page_text: The first rotary valve controls ports, communicating with the ejectors. Steam
enters the first valve chamber when a stop valve is lifted from its seat by a cam
on the rotary valve which cam acts on the stop valve when the opening in the
rotary valve coincides with the corresponding ejector ports respectively. The
first rotary valve is lubricated by a special lubricator and the second rotary valve
is perforated with an orifice for the passage of air communicating with the ejector
chamber which in turn is connected with the exterior. This orifice may be placed
opposite to an opening in the valve seat which communicates with the main. The
said scat is perforated by three other orifices or ports corresponding with the ports
in the valve seat. The second rotary valve is provided with a circular internal
connecting passage which connects the main pipe either with the air exhaust port
of the large ejector or with the port of the small ejector.
The rotary valves are moved by means of a lever handle which can be placed in
four different principal positions.
In the first position which corresponds with taking off the brakes the cam on the
rotary valve opens the stop valve and steam is admitted to the large ejector only
whilst all communication is cut off with the external air and the main pipe in
which the vacuum is produced.
In the second position or position for travelling the cam continues to hold open
the valve but the steam passes into the small ejector only which continues in action
in order to maintain the vacumn in the apparatus all the time that the train is
running communication between the external air and the main pipe remaining
cut-off:
In the third position or position of rest steam is not admitted to either ejector
and communication is not yet established between the external air and the
main pipe.
In the fourth position or position for applying the brakes air from the exterior
is admitted to the main pipe but steam is not supplied to either of the ejectors.
An intermediate position is provided in which the cam lifts the valve but the
supply of steam to the large ejector is throttled the corresponding orifice or port
being partly obstructed. When the boiler supplies high pressure steam the effect
produced by the large ejector can be greatly augmented owing to the expansion of
the steam by placing the handle in this position.
Above the space or chamber containing the non-return valve there is provided
an additional rotary valve of relatively small diameter which may be worked by
means of a lever handle for the purpose of applying the brakes on the engine and
tender only. This handle may be placed in three different positions. In the first
position the exhaust from the distribution valves of the locomotive and tender
communicates with the atmosphere. This position corresponds with the normal
working of the automatic brake only. The second position places the said exhausts
in communication with the chamber above the non return valve. The ejector then
acts directly on the diaphragm chambers of the engine and tender and the brakes
are applied by direct vacuum. In the third position the said exhausts are completely
closed and do not communicate either with the external atmosphere or with the
chamber above the non return valve the vacuum previously formed in the diaphragm
chambers on the engine and tender being maintained so long as the handle remains in
this position. When the handle is in the second position a second non return valve
is placed between the distributors and the chamber above the first valve. This
valve is maintained in the closed position by a spring whose strength or tension is
so regulated that the vacuum in the distributor and in the brake chamber or
cylinder is always less than that which the ejector is capable of producing.
The small ejector is worked by a steam jet and draws air from the main pipe
and the large ejector is worked by a central annular jet and draws air from the
main pipe through a separate passage.
The apparatus is preferably arranged in a horizontal position and is provided. at
the lowest part with an orifice for the escape of the water of condensation.
A small blow off cock may also be provided upon a tee piece, situated, upon, the

page_text: main pipe at a lower level than the apparatus and towards which the two portions
of the pipe are slightly inclined.
The distributor is placed upon the auxiliary reservoir or upon the diaphragm
chamber and contains two moveable combinations of valves and pistons. The first
combination comprises a piston with a cup leather packing a flexible diaphragm in
the lower part of the apparatus and a lift valve attached to the same rod or stem
sliding in a sleeve forming the stem of the second combination. The latter
comprises a diaphragm in the upper part of the apparatus and a lift valve provided
with a seat formed by an indiafrubber ring or washer and controlling communication
between the two diaphragm chambers.
The apparatus communicates with the auxiliary reservoir and brake pipe and
also communicates with the upper diaphragm chamber.
When the train is running the two combinations are maintained in their lowest
positions and the lift valve of the first combination is open. Air from the auxiliary
reservoir is drawn into the main pipe through a passage formed in the connecting
plates or discs of the lower diaphragm whilst the diaphragm chamber of the brake
cylinder communicates with the atmosphere through a series of holes and the
orifices above and below the upper diaphragm.
When external air is adinitted to the main pipe for the purpose of applying the
brakes the inner lips or edges of the flexible diaphragm are applied against the
upper disc and close the orifices therein and the two combinations are elevated into
their highest positions. The valve between the two diaphragm chambers then
opens and allows air from the brake cylinder to pass into the auxiliary reservoir
whilst the valve of the first combination prevents any communication with the
exterior. There results a rarification of the air in the brake cylinder or chamber
and the diaphragm or piston therein rises under the influence of atmospheric
pressure and applies the brakes.
When the direction of the resultant of the pressures exerted upon the moveable
combinations which was at first directed upwards changes owing to the changes in
the pressures in the cylinder and reservoir the valve between the chambers closes
and prevents the air remaining in the diaphragm chamber or brake cylinder from
passing into the auxiliary reservoir. Consequently the force exerted upon the
external surface of the diaphragm in the chamber varies according to the quantity
of air introduced into the main pipe so that the pressure of the brake shoes upon
the tyres can be graduated as required.
The brakes are taken off by creating a vacuum in the main pipe. The positions
for running are then restored and air passes freely into the brake cylinders or
chambers.
The threaded connection or union is provided on the air inlet in case it is desired
to draw air from the interior of the carriages or to filter the air passing into the
distributor.
A pipe is provided enabling connection to be made between the tube of the
ejector apparatus and the distributors on the engine and tender which act in the
following manner. When the handle of the small rotary valve is in the first
position the brakes on the engine and tender act in the same way as in the other
vehicles. When the handle is in the second position (the handle of the large
rotary valve being preferably in the position for running or second position but
may also be in the first position or in the intermediate position) the rarefaction of
the air takes place in the diaphragm chambers the air which they contained
proceeding to the ejector through the said tube thus applying the brakes on the
engine and tender this condition being maintained when the handle is moved to the
third position. The direct taking off of the brakes is always performed by
bringing the handle back to the first position whereupon the external air enters as
usual. A taking off valve worked by means of pulls for automatic application of
the brake is provided at the side of the distributor.
My invention further relates to a quick acting distributor consisting of a

page_text: distributor proper and an accelerator. Orifices connect the apparatus with the
main pipe the auxiliary reservoir and the brake cylinder or chamber respectively.
The distributor proper contains two movable combinations of flexible diaphragms
and valves and pistons. The general arrangement of the apparatus is identical
with that of the distributor hereinbefore described but the upper valve is made
larger in order to enable the brakes to be taken off more quickly. Moreover air
for taking off the brakes enters by passing through an accelerator. The distributor
proper communicates with this accelerator and with the auxiliary reservoir and
with the brake cylinder.
The accelerator likewise contains two movable combinations of diaphragms
pistons and valves which are alternately independent and connected together in
their action. The valve rod or stem of the upper combination is provided with an
extension engaging with a recess formed in the upper extremity of the stem of the
lower combination.
The spaces between the lower diaphragm and the piston below it and between
the bottom valve and the piston above it are always in communication with the
distributor proper and with the main. The chamber above the lower diaphragm
communicates with the brake cylinder and the chamber situated below the upper
piston communicates with the space situated above the upper valve in the distributor
proper and with the external atmosphere through a passage in the side and through
orifices which are alternately opened and closed by the action of the upper piston
in the accelerator.
The bottom valve of the accelerator moves in a chamber communicating with the
external atmosphere which is admitted through sheets of wire gauze.
The ascending strokes or movements are limited by this valve with regard to the
lower combination and by the extension of the stem with regard to the upper
combination. The descending strokes are limited by suitable stops or bearings.
The two combinations are connected when the upper combination has completed its
ascending movement but are independent of one another when this combination is
in any other position.
The diaphragm of the upper combination is provided with an inner edge or lip
acting as a valve, the space above the latter communicating through suitable orifices
and passages formed in the stem with the chamber situated below the upper piston.
The pistons above the diaphragm are provided with cup leather packings having
the concave side upwards.
When the combination is in the higher position the packing of the upper piston
intercepts all communication between the atmosphere and the chamber below the
piston. When the combination is at the lower part of its stroke the orifices in the
side of the cylinder communicate freely with the external atmosphere which then
enters through these orifices and passes into the chamber above the upper valve of
the distributor proper.
When the train is running the two movable combinations of the accelerator are
held together by atmospheric pressure the bottom valve being closed and external
air being admitted through the orifices by the upper piston and the exhaust from
the auxiliary reservoir being effected through the distributor proper and the
main pipe.
In order to apply the brakes quickly the controlling apparatus is so manipulated
as to admit a full supply of air from the atmosphere to the main pipe. The sudden
admission of air acts upon the piston of the accelerator of the first distributor in the
train and opens the bottom air valve therein thus causing external air to enter the
main pipe and open the corresponding valve in the next distributor these operations
being repeated in all the distributors in succession. The second combination in
each distributor descends and remains in this position until the pressure in the
brake chamber has been able to penetrate completely into the corresponding part
of the main pipe the passage leading from the brake chamber to the reservoir
being of such dimensions that the rarification in the space above the diaphragm has

page_text: not had time to mercase sufficiently to cause the upper combination to rise and
elevate the lower combination. In order to produce a graduated pressure air is
admitted to the main pipe slowly at first so that the resultant of the forces acting
upon the two combinations of the accelerator always acts in an upward direction
and the bottom or air valve remains closed.
The brakes are taken off by restoring the vacuum in the main pipe; the brakes
do not commence to be taken off until the combination attached to the lower
diaphragm in the distributor has been lowered. There are two cases to be con-
sidered according as the pressure of the air in the brake chamber or cylinder is
greater or less than the pressure of air in the main pipe.
In the first case the resultant of the pressures exerted upon the upper combination
in the accelerator soon becomes directed upward if not previously so directed,
external air then enters the chamber below the upper piston and passes through a
passage into the distributor and consequently into the brake chamber or cylinder
until the brakes are completely taken off.
In the second case the upper combination remains elevated and the air remaining
in the main pipe is admitted to the brake cylinder or chamber through the corre-
sponding orifices and passages until the combination descending enables the air
inlet orifices to place the brake cylinder or chamber in direct communication
with the atmosphere whereupon the taking off of the brakes is completed as in the
preceding case.
When the brakes are applied with full pressure the formation of a relatively
small degree of vacuum releases one distributor and the air which passes through
it on its way to the brake chamber or cylinder releases the apparatus on the next
vehicle and all the brakes are thus taken off in succession with great rapidity. In
all cases the brakes can be taken off before the train is stationary and the jerks
which occur when ever this can not be done are thereby obviated.
By means of an improved communicating apparatus hereinafter described the
passengers are enabled to sound a whistle placed upon the locomotive.
The signalling device or alarum placed upon the locomotive consists essentially
of an air chamber connected with a combination of two flexible diaphragms con-
nected by a rod through which a small passage is formed one extremity of the
latter being in communication with the main pipe and the other extremity com-
municating directly with the air chamber.
The space between the diaphragms is open to the atmosphere and the rod
connecting the two diaphragms is mechanically connected with a steam whistle
communicating with the steam supply pipe of the ejector for example.
The lever handle of the brake controlling apparatus is provided with a pin which
when the handle is in position for applying the brakes passes under the curved end
of a lever connected with the diaphragm rod and steam whistle.
When the train is running a vacuum is maintained in the main pipe as well as in
the air chamber and in case any considerable amount of air is admitted at any part
of the main pipe it acts immediately upon one side of one of the diaphragms but
passes very slowly into the air chamber owing to the smallness of the passage in the
rod. The diaphragms are consequently impelled to one side thereby causing steam
to be admitted to the whistle. The whistle cannot be sounded when air is admitted
to the main pipe by the engine driver in order to apply the brakes because the pin
on the valve lever locks the lever connected to the whistle.
Each vehicle is provided with a branch upon the main brake pipe and a cock
actuated by a cord or chain connected with pulls or handles in the compartments.
These pulls may be attached to a rod connected at its upper extremity to a ring
through which the cord is passed.
By pulling the handles the lever of the cock is moved thereby admitting air to
the main pipe and actuating the signal on the engine.
The motion transmitted to the cock may be arranged to act upon discs which
indicate the vehicle from which the signal is given but in general the position of the
cock is sufficient to enable the vehicle to be identified.

page_text: '
position without going outside the vehicle and closing the cock the pins bemg
provided with one or more knots which are forced through an orifice in a rubber
disc and present a resistance to their return. By these means it is always possible
to identify the compartment from which the alarm originated.
A compressed air brake suitable for long trains and capable of being graduated
in its action is composed of the following parts namely,
1. A brake cylinder.
2. An auxiliary reservoir.
3. A quick acting distributor.
4. A main pipe connected with the distributor and provided at both extremities
with flexible hose and couplings and coupling valves.
5. A. cut off or stop cock placed between the main pipe and the distributor.
The auxiliary reservoir and the brake cylinder may be arranged separately or
they may be combined together in one casing. The guards' vans are provided
with a pressure gauge and with an emergency cock enabling the guard in case
of need to discharge air from the main pipe in order to stop the train. The quick
acting distributor is composed of the distributor proper and an accelerator. Suitable
passages connect the apparatus with the main pipe the auxiliary reservoir and the
brake cylinder respectively. The distributor is placed as near as possible to the
main pipe from which it is separated solely by a stop cock of large area and a dust
intercepter for protecting the moving parts of the apparatus.
The distributer proper comprises two movable combinations of valves and
pistons namely a lower combination and an upper combination, with an auxiliary
piston working in a cylinder in the sides of which passages are provided arranged
in such a manner that when the piston is elevated as the brakes are being taken off
all communication is intercepted between the space below the piston and the space
above it the latter space being constantly in communication with the atmosphere
through grooves or orifices formed under the cover. The distributor communicates
through the passages in the casing with the auxiliary reservoir and with the brake
in the cylinder.
The auxiliary piston is provided for the purpose of ensuring the continuation of
the release of the brakes after it has been commenced by the lifting or opening of
the valve and thus maintaining a wide passage for the escape of the air contained
in the cylinder.
The accelerator communicates with the distributer through passages' formed in
the casing and is composed of two movable combinations of valves and pistons. The
lower combination comprising two pistons and one valve and serving when the
brakes are applied on an emergency to provide for the escape or discharge of the air
contained in the main pipe. The upper combination comprises three pistons and is
provided with an internal valve opening downwards and held to its seat by a light
spring. The space between the two pistons of the lower combination is constantly
in communication with the auxiliary reservoir whilst the convex side of the lower
piston and the space between the two combinations is constantly in communication with
the main pipe. The space above the upper piston of the upper combination com-
municates with the brake cylinder and the space between the two lower pistons receives
the exhaust or discharge from the distributor through a passage in the casing and when
no such exhaust is taking place communicates with the atmosphere through another
passage and through the orifices uncovered by the piston alternately. When the
upper combination is elevated it uncovers the orifices which then place the exhaust
from the distributor in communication with the external atmosphere but on the
other hand when it is subjected to the pressure exerted in the brake cylinder in
applying the brakes it rests upon the lower combination and contributes to maintain
the bottom air valve pressed upon its scat. A small passage connects the air
passage leading to the distributor with the space between the packings of the upper
pistons in order to diminish the friction when the brakes are taken off.
When the train is running the compressed air proceeding from the main pipe

page_text: feeds the auxiliary reservoir by passing around the pistons of the accelerator and
passes through a passage into the distributor ultimately proceeding to the
auxiliary reservoir by passing round the pistons in the distributor of the movable
combinations.
The lower combination of the accelerator is maintained in its lowest position by
the pressure which is exerted upon the bottom air valve and closes it whereas the
pressure which is exerted below the upper combination retains the latter in its
highest position and closes its air valve.
In order to gradually apply the brakes the pressure in the main pipe must be
removed by proceeding in such a manner that the resultant of the forces acting upon
the lower combination continues to be directed downwards and that consequently no
escape can take place except through the controlling cock.
This result is obtained by regulating the escape from the latter in such a
manner that the depression which would actuate any distributor does not take effect
there until after the admission of a certain amount of pressure in the corresponding
brake cylinder.
The pressure to which the upper piston of the accelerator is then subjected goes
on increasing and the action of the brakes can be graduated as required. The air
which might be compressed in the space below the piston by a sudden descent of
the combination as well as that which may result from leakages escapes through the
grooves or passages so that there is never any counter pressure on the under side
of the piston capable of interfering with the action of the apparatus.
In order to apply the brakes quickly the controlling cock is set wide open so as
to suddenly lower the pressure in the main pipe in such a manner that the
combination of the first distributing apparatus is lifted before sufficient air could
pass to send the piston of the brake cylinder to the end of its stroke and con-
sequently before the pressure exerted upon the upper side of the upper piston in
the accelerator has exceeded that which corresponds to the merely passive resistance
to be overcome in order to sustain the movement of the piston in the brake cylinder.
The main pipe then empties itself through the exhaust of the distributor on the
first vehicle. The depression is then transmitted to the distributor on the second
vehicle and afterwards to the third and so on until the distributor of the last vehicle
is reached with a great rapidity.
The brakes are taken off by reintroducing pressure into the main pipe; the
release of the brakes not commencing until the upper combination in the distributor
has been lifted by the increase in the pressure of the air in the pipe.
When the pressure of the air contained in the brake cylinder is less than the
pressure in the pipe by which the combination is lifted the resultant of the pressures
exerted upon the upper combination soon becomes directed upwards. The piston
being thereby lifted the outlet orifices are uncovered and allow the air to escape
from the brake cylinder.
On the other hand when the pressure in the brake cylinder exceeds the pressure
in the main pipe the combination remains down and the escape from the cylinder is
discharged into the main pipe by opening the upper valve and passing round the
upper piston until an equilibrium of pressure is established between the cylinder
and the main pipe after which the pressure continuing to increase in the main pipe
owing to the supply from the main reservoir the combination is lifted and exhaust
into the atmosphere continues as in the preceding case. The supply of the main
thus taking place from one distributor to another in succession the brakes are taken
off from one end of the train to the other with great rapidity.
When the brakes are put full on the upper combination in the distributor rises
directly a relatively low pressure is introduced into the main and allows a certain
quantity of air to pass into the main pipe being sufficient to release the next
distributor. The taking off action is thus transmitted from one apparatus to another
with great rapidity and it becomes possible to release the brakes a few seconds
before the train is completely stopped and thus obviate the reaction or recoil which
takes place when the brakes are not so released.
12

page_text: According to another arrangement the controlling valve is combined with an
alarm whistle being arranged between the main reservoir and the main pipe. This
apparatus contains two combinations of valves and pistons namely a combination
regulating the depression to be produced and combination constructed with pistons
of larger size acted on by a spring and which controls the working of the whistle.
A small piston or piston valve is also provided on this combination being likewise
subjected to the pressure of the spring and whose movements serve to compensate
for the slight leakages which may take place in the main pipe. The space between
the two combinations constitutes the regulating reservoir whose functions are
hereinafter explained and the capacity of which may be augmented by the addition
of a supplementary reservoir if required. The chamber on the outer side of the
small compensating piston as well as the space comprised between the two large
pistons are in permanent communication with the main reservoir through separate
passages. The spaces between the compensating piston valve and the large piston
and between the small piston valve and the main regulating piston are in constant
communication with the main pipe through separate passages..
The main pistons of the regulating combination are provided with cup leather
packings having their convex side inwards and the leathers of the corresponding
pistons of the other combination have their concave side inwards. A union connects
with a gauge indicating the pressure in the regulating reservoir and when the
capacity of the regulating reservoir is insufficient an orifice is connected with the
auxiliary reservoir on the engine or preferably with an independent reservoir
supplied from the regulating reservoir. Contracted or capillary passages connect
the regulating reservoir and the main pipe for the purpose of maintaining in normal
working an equal pressure in both of these chambers. Moreover one of these
passages communicates with the valve cylinder between the pistons of the regulating
combination in order to supply air under pressure and increase the sensitiveness of
the apparatus by reducing the friction of the packing of these pistons. A whistle
is placed on the upper part of the controlling valve and can be placed in communi-
cation by means of a rotary valve as hereinafter explained with a small passage
communicating with an orifice alternately closed and opened by the packing of the
piston controlling the whistle. When this orifice is uncovered air from the main
reservoir escapes through the whistle provided that the rotary valve is in the
required position.
The chamber containing the rotary valve is constantly in communication with
the main reservoir and the said valve is worked by a lever handle which may be
placed in four positions.
In the first position or position for taking off the brakes the main reservoir on
the engine communicates freely with the main pipe through suitable ports or
passages and with the regulating reservoir and special reservoir or the auxiliary
reservoir on the engine according to circumstances through other ports or
passages.
In the second position or position for running the port or passage communicating
with the whistle is uncovered but air from the main reservoir cannot pass to the
main pipe except through a passage of extremely small diameter and by pushing
back the small piston valve so as to uncover the orifice of a passage connecting the
main reservoir with the main brake pipe. The said piston valve is moved to
the left hand by a spring the tension of which is so regulated that the passage
cannot be uncovered so as to allow air to pass from the main reservoir until the
pressure in the latter is greater than that in the main by an amount which is
regulated according to the length of the train. In this position of the valve
the auxiliary reservoir on the engine or the special reservoir according to circum-
stances is likewise placed in communication with the regulating reservoir through
passages in the valve case.
In the third position or position for applying the brakes the main reservoir the
main pipe and the regulating reservoir are cut off from one another whilst the
regulating reservoir communicates with the atmosphere through an orifice of small

page_text: diameter. Just before the lever handle arrives at the third position a curved or
comma shaped groove of small area allows the air contained in the auxiliary
reservoir to escape slowly and thus graduate the taking off of the brakes.
In an intermediate position of the valve the communications which were
interrupted in the third position remain interrupted and the communication between
the regulating reservoir and the exterior is also closed.
The apparatus is further provided with a small lever handle enabling the engine
driver in case of need to empty the main pipe and to close the regulating or
controlling valve.
Whilst pressure is being got up in the boiler and the compressing pump is started
the handle of the controlling valve must be maintained in the intermediate position.
The air which is compressed in the reservoir then acts solely upon the three pistons
controlling the whistle and as the two large pistons are of equal diameter it results
that the pressure exerted upon the small piston added to the action of the spring
pushes the whole combination to the right. When the rotary valve handle is
subsequently placed in the first position equilibrium being established on both sides
of the small piston the latter yields to the spring and moving to its extreme
position on the left hand obstructs the passage connecting the brake pipe with the
reservoir.
In order to charge the brake pipe the handle of the valve must be placed in the
first position and allowed to remain there until the main pipe and all the auxiliary
reservoirs in the train are filled after which the handle is returned to the second
position or position for running. In case the whistle on the apparatus sounds when
the handle is being placed in the second position this indicates that the pressure in
the main pipe has diminished and that its charging or filling as well as that of the
auxiliary reservoirs in the train is not yet complete and the handle must be returned
to the first position.
When a given degree of depression is to be produced the handle is placed in the
third position or near this position in case the depression to be produced is to be
relatively slight and is maintained there until the pressure in the regulating
reservoir has been reduced to the extent required after which the handle is returned
to the intermediate position. The depression thus produced in the auxiliary
reservoir causes the regulating combination to move to the left thereby opening the
regulating valve and allowing the air to escape. Directly the pressure in the main
pipe has diminished sufficiently to be practically the same as in the regulating
reservoir the combination is again moved to the right thereby stopping the escape
of air. By these means any desired depression may be produced in the main pipe
without risk of creating a disturbance which would be liable to release the brakes
on the first vehicles.
In case the depression in the main pipe or the closing of the valve cannot for
any reason be effected by means of the handle on the rotary valve it is simply
necessary to press the emergency lever in order to allow air to escape from the
main pipe, on the other hand by pulling this lever the valve is closed.
When the handle of the rotary valve is in the position for running or second
position slight leakages in the main pipe are compensated for by the movements of
the piston valve as hereinbefore explained but when these leakages are considerable
such as those resulting from the working of the communicator by the passengers or
from the giving way of a hose pipe the resultant of the pressure acting upon the
pistons changes its direction and pushes the pistons to the left thereby uncovering
an orifice through which air from the main reservoir passes to the whistle which
then gives the required signal to the engine driver.
It must be observed that in this second position the regulating reservoir of the
controlling apparatus being in communication with the auxiliary reservoir on the
engine or the special reservoir it results that the pressure acting upon the convex
or outer side of the inner large piston remains practically the same as it was before
the combination (or two large pistons) moved owing to the smallness of the

page_text: volume displaced by this piston compared with that of the air contained in
the reservoir.
In case no communicating apparatus is employed a modified arrangement of the
controlling apparatus may be used. This apparatus contains only one movable
combination composed of two regulating pistons and a valve the action of which is
analogous to that of the corresponding combination in the apparatus provided with
a whistle.
The rotary valve of this apparatus works in a chamber which is always in
communication with the main reservoir. An emergency handle is provided for
working the regulating valve in case of need. The space on the side of the piston
farthest from the regulating valve forms a regulating reservoir the capacity of
which does not require to be increased in the present instance. This space com-
municates through a passage with a pressure gange.
A chamber is provided in which works a small lift valve acted upon by a spring
the object and action of which are identical with those of the small piston valve and
spring in the apparatus provided with the whistle.
The chamber containing the rotary valve is permanently in communication with
the right hand side of the small lift valve, through a passage in the casing and
another chamber communicates with the main pipe through a small passage and a
groove or channel formed in the underside of the rotary valve.
Permanent communication between the main pipe and an orifice in the valve seat
is established by means of a suitable passage and another passage enables air from
the regulating reservoir to pass under the rotary valve. In certain positions of the
controlling valve a small passage establishes communication between the regulating
reservoir and the space between the pistons for the purpose of reducing the
friction.
The valve handle can be placed in four principal positions. In the first position
the main pipe communicates with the valve chamber and with the main reservoir.
This position is the position for releasing the brakes, or full supply. In the second
position or position for running the communication between the main reservoir and
the main pipe is established. The reservoir and the main are in communication so
that the pressure in the regulating reservoir and in the main remains unaltered. In
the third position or position for applying the brakes, the communication between
the regulating reservoir and the main pipe is stopped as well as the communication
between the small valve chamber and the main pipe whilst the passage between the
pistons and the rotary valve is placed in communication with the atmosphere so as
to connect the regulating reservoir with the atmosphere. In the intermediate
position the communications which were intercepted in the third position remain
closed and communication between the regulating reservoir and the atmosphere is
also closed. The action of the apparatus with regard to the applying and releasing
of the brakes is similar to that of the controlling valve provided with a whistle as
herein before described.
Dated this 25th day of October 1892.
J. H. JOHNSON & Co.,
47, Lincoln's Inn Fields, London, W.C., Agents.
COMPLETE SPECIFICATION.
Improvements in Brakes and Safety Appliances for Railway and
Tramway Vehicles.
1, LÉON SOULERIN of 20 Rue Taitbout, 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:―
This invention relates to improvements in the construction of brakes by means of

page_text: which direct acting vacuum brakes, automatic vacuum brakes_and_automatic
compressed air brakes are rendered more prompt in their action than heretofore.
The invention further relates to apparatus for enabling passengers to call or
communicate with the officials in charge of the train.
The quick acting automatic brakes constructed according to my invention
whether worked by compressed air or a vacuum enable the action of the brakes to
be graduated as required and with great precision and also enable the brakes to be
taken off with great rapidity at the same time providing for a sudden application of
the brakes in case of need. In the brakes working with compressed air the brakes
commence to be taken off directly a pressure slightly above one kilo. for
example is reintroduced into the main pipe, moreover the introduction of this
pressure causes a certain quantity of air to pass from the brake cylinder into the
main so that the pressure is transmitted from one apparatus to another in succes-
sion and the main receives a supply of air from as many orifices as there are
distributors in the train. A sudden application of the brakes is obtained by
causing the air to escape from the main into the atmosphere through each
distributor so that the depression is transmitted from one apparatus to another with
a rapidity in proportion to the shortness of the intervals between two adjacent
distributors.
In the quick acting automatic vacuum brake the action is the reverse of that of
the compressed air brake. The rapid application of the brakes is effected by the
admission of air from the atmosphere into the main through each distributor. The
brakes commence
to be taken off when 8 vacuum corresponding to about
20 centimetres of mercury is produced in the main and a large portion of the air
contained in the main passes into the brake cylinders so that the exhaust from the
main takes place through as many passages as there are distributors.
In the two systems of quick acting brakes the pressure of the brakes can be
graduated by partially opening the valve of the controlling or valve apparatus
worked by hand. In case full pressure is suddenly applied by mistake the error
can be easily remedied by taking off the brakes as this can be done with sufficient
rapidity to prevent the occurrence of any disagreeable or injurious shock. These
brakes are combined with a valve worked by hand for a brake working with
compressed air and provided with a whistle. This apparatus occupies very little
space and being complete in itself does not necessitate any supplementary apparatus.
It is worked by a lever handle which can be moved with a slight effort thus greatly
facilitating the manipulation and enabling the action of the brake to be controlled
with great precision.
Figure 1 of the accompanying drawings represents the general arrangement of a
direct acting vacuum brake for trains composed of a small number of vehicles such
as tramway cars for example.
Figure 2 illustrates in vertical section a valve apparatus employed for controlling
the action of the air in this brake.
Figure 3 represents the seat of one of the two rotary controlling valves and
Figure 4 represents the valve which works upon the said scat.
Figure represents the seat of the other controlling valve and Figure 6
represents the corresponding valve.
Figure 7 represents the handle or lever by which the rotary valves are moved.
Figure 8 illustrates the arrangement of the brake apparatus employed on long
trains and Figure 9 illustrates partly in section the valve or controlling apparatus
employed with this brake.
Figures 10 and 11 illustrate in vertical section and end elevation respectively a
rotary valve provided in this controlling apparatus and serving for applying the
brakes on the engine and tender only.
Figures 12 and 13 represent the valve and the valve seat respectively.
Figures 14 and 15 illustrate in vertical and in horizontal section respectively the
two main rotary valves employed in the apparatus represented in Figure 9.

page_text: Figure 16 represents one of these valves separately and Figure 17 represents the
seat of this valve. Figures 18 and 19 similarly illustrate the other valve and its
seat.
Figure 20 illustrates in vertical section a quick acting distributing apparatus or
distributer combined with arrangements for obtaining an accelerated action of the
brakes.
Figures 21 and 22 illustrate in vertical section (the section in Figure 22 being
taken in a plane at right angles to the plane of the section in Figure 21) a
distributer without means for obtaining the accelerated action.
Figure 23 illustrates in section an alarum apparatus placed on the engine for
the purpose of enabling the passengers to communicate with the officials in charge
of the train when the latter is in motion and Figure 24 illustrates the apparatus
provided on the carriages for this purpose.
Figure 25 illustrates the apparatus provided on each vehicle arranged for
working the brakes with compressed air and Figure 26 represents a modified
arrangement of this apparatus hereinafter described.
Figure 27 illustrates in vertical section a quick acting distributer employed for
working the brakes with compressed air.
Figure 28 illustrates in vertical section a valve apparatus placed between the
main reservoir or air chamber and the main pipe being worked by hand and
combined with a whistle and Figure 29, drawn to a larger scale, illustrates a detail
of this apparatus in plan.
Figures 30 and 31, drawn to a still larger scale, illustrate in horizontal section
and in vertical section respectively another arrangement of this valve apparatus as
hereinafter described.
On a train composed of a small number of vehicles the direct vacuum brake
illustrated in Figures 1 to 7 may be employed. In certain cases, such as tramways
in large towns, it is essential for the brakes to be certain in their action and
capable of being gradually applied. They require to be capable of retarding and
stopping the vehicles very frequently and at the same time must be capable of
bringing the vehicles to a standstill in the smallest possible distance.
Brakes with automatic action are productive in this case of inconvenience which
is not always compensated for by their advantages. In fact, the slowings and
stoppages being extremely frequent it would often be difficult to recharge the
reservoirs of ordinary automatic brakes between two consecutive stoppages and to
retain sufficient power in reserve for a sudden stoppage in case of need.
An automatic compressed air brake also involves the constant action of a
compressor which consumes a large quantity of steam and is too noisy, notwith-
standing the silencer, to be tolerated in the streets of a large town. Automatic
vacuum brakes present analogous disadvantages and moreover occupy a large
space and are sometimes difficult to arrange underneath vehicles having their under
frame elevated only a short distance above the rails.
The apparatus connected with automatic brakes such as the compressor
employed in compressed air brakes in particular are always troublesome to keep in
order when the number of vehicles is not sufficiently large to admit of a special
staff of workmen being employed for the purpose.
The direct acting vacuum brakes being of simple construction would comply
perfectly with the requirements of lines working under these conditions provided
that a remedy could be found for the slowness of their action. The apparatus
represented in Figure 1 is constructed with this object and is applicable in practice
solely to trains composed of a small number of vehicles such as those travelling on
tramways.
The said apparatus as represented in Figure 1 is employed in combination with
an air reservoir R and a special distributor A2 provided on the engine being
arranged between a controlling apparatus or valve and the main brake pipe 13.
A double acting vacuum meter M is connected with the distributor A² and one

page_text: hand of this meter indicates the degrees of vacuum in the main pipe and in the
brake cylinders or air chambers for working the brakes whilst the other hand
indicates the degree of vacuum existing in the air reservoir R.
In the controlling apparatus illustrated in detail in Figures 2 to 6 the valve
seat P Figures 2 and 3 is combined with a rotary valve p¹ (Figure 4) actuated by
a handle m admitting of being placed in a greater number of different positions
than is usual in distributers of this type with a view to acting upon a distributor A³
hereinafter described. With this object the valve p' is provided with a cam k
(Figure 4) acting upon a rod or stem t attached to a stop valve n in the distributor
and the smaller or supplementary valve p Figure 6 being enclosed in a chamber W
is provided with two cams & aud & acting on another stop valve.
The distributor A2 (Figure 2) being arranged between the main pipe and the
controlling apparatus to which it is attached by a flange B is connected with the
main pipe at C and with the reservoir R by a pipe R' (Figure 1). The stop
valve in the distributor is pressed to its seat by a strong spring and moves in a
chamber H. The distributor also contains two non return valves n' and the
latter being contained in a chamber H. The springs which act upon these two
valves are relatively weak. The valve n is worked by the cam k on the valve pl
which acts upon the stem provided with a small piston or cup leather for
preventing the external air from passing into the main pipe. The controlling
apparatus C communicates with the chamber H through a passage a and with the
chamber H through the passage bb 6 represented by dotted lines in the drawing
and with the main pipe at c C. When the valve n is pressed to its seat the main
pipe communicates with the chamber H containing the valve n' and consequently
the air from this pipe is free to pass through a passage R' into the reservoir R
(Figure 1) provided that the pressure in the latter is lower than that existing in
the main. The valve n¹ prevents any flow of air in the opposite direction.
The lever handle m of the controlling apparatus may be placed in four principal
positions as indicated by the lines numbered 1, 2, 3 and 4 in Figure 7.
In the position (line 1) the valve admitting steam to the ejector is open and air
from the exterior passes freely into the main pipe whilst the exhaust takes place
through the passage b, 6 into the chamber H¹ (Figure 2) and consequently
through R into the reservoir R the vacuum in the latter being there restored
to the normal degree each time the brakes are taken off.
In the second position (line 2, Figure 7) the steam supply valve of the ejector is
closed and the main pipe is cut off from communication with the atmosphere this
being the position in which the handle is placed when the train is running for the
purpose of maintaining pressure on the brakes and especially for producing the
graduated pressure, the handle also occupies this position immediately after
the brakes are taken off.
In the third position (line 3) the ejector is in operation and its nozzle communicates
with the main pipe alone in which a vacuum is created without opening the stop
valve n Figure 2. The handle is placed in this position whenever the speed is to
be reduced or the brakes are to be gradually applied.
In the fourth position (line 4) or position for suddenly applying the brakes the
ejector communicates with the main pipe and the valve n is opened whilst air from
the main pipe and diaphragm chambers passes into the reservoir R and into the
ejector nozzle simultaneously. Directly equilibrium is established between the
reservoir R and the main pipe the small non return valve " closes and the ejector
exhausts solely from the main pipe. The reservoir R is recharged at the same time
as the brakes are taken off by returning the handle to the first position (line 1).
The handle is capable of occupying another position marked 1ª being very close
to the first position and in which steam is not admitted to the ejector although air
can pass into the pipe and cause the brakes to be taken off. It is evident that the
rapidity with which the brakes can be applied in case of need increases in
proportion to the size of the reservoir R. In practice this reservoir may be
constructed of a capacity equal to 300 litres being divided into two chambers each

page_text: containing 150 litres. If the sum of the capacity of the diaphragm vessel and
main pipe does not exceed 120 litres the addition of the apparatus hereinbefore
described materially reduces by about 3 seconds the time required for completely
stopping the train. The apparatus is worked as follows. After making the usual
trials before starting the train, the engine driver places the handle of the controlling
apparatus in the first position (line 1 Figure 7) and leaves it there until the
vacuum meter on the reservoir indicates a degree of vacuum corresponding to about
60 centimetres of mercury, he then places the handle in the second position and
leaves it there whilst the train proceeds on its journey.
In order to stop the train suddenly the engine driver must push the handle
quickly over to the fourth position (line 4) in which it must remain until the train
has come to a standstill.
In order to stop the train in the ordinary way the same operation must be
performed but the handle must be brought back to the position 1 shortly before
the train is completely stopped and the handle must be maintained in this position
until the vacuum meter on the reservoir R indicates that the vacuum therein has
been sufficiently restored after which the handle is brought back to the second
position. In order to slacken speed the handle is placed in the 3rd position until
the vacuum in the main is sufficient after which it is returned to the 2nd position
(position for running) and finally in order to take off the brakes it is placed in the
intermediate position line 1ª.
In the case of long trains the automatic vacuum and moderated brake represented
in Figures 8 to 20 is employed.
Figure 8 represents the general arrangement of the brake apparatus provided on
each vehicle being composed of the following parts namely
1. A diaphragm vessel or brake cylinder 10.
2. An auxiliary reservoir 11.
3. A quick acting distributor 12.
--
4. A main pipe 13 connected directly with the distributor and provided at each
extremity with flexible hose and couplings.
5. A cut off valve 14 placed between the main pipe and the distributor.
The auxiliary reservoir 11 and the brake cylinder 10 may be separated as
indicated in Figure 8 or they may be made in one piece.
The guards' vans are each further provided with a vacuum meter indicating the
degree of vacuum in the main pipe and with an air inlet valve for enabling the
guard to admit air to the main pipe and stop the train in case of need.
The locomotive is provided with an ejector apparatus illustrated in Figures 9
to 19. The apparatus is attached to the engine by a flange R Figure 9 and
comprises a controlling or manipulating apparatus worked by a handle m and the
ejector proper the latter being composed of one large ejector E and one small
ejector e.
The controlling apparatus (Figure 9) is attached by means of a plate A¹ to a
corresponding plate A on the ejector. The supply of steam which is introduced
at V is regulated by an ordinary cock placed upon the steam dome so as to obtain
the steam as dry as possible the said cock being worked by hand. This cock may
be placed in two positions in one of which the steam is admitted to the controlling
apparatus when the engine is running the other being employed for establishing
communication between the boiler and the said apparatus when the engine is
standing still.
The controlling apparatus (Figure 9) is provided with an orifice C corresponding
or communicating with the main pipe and another orifice D communicates with the
exhaust from the distributor on the engine or with the pipe connecting this
distributor on the engine with the one on the tender. An orifice M communicates
with the vacuum meter indicating the vacuum in the main and an orifice M
communicates with the vacuum meter indicating the vacuum in the diaphragm
chamber on the engine when the brake is worked by direct action.
The plates A and A' bereinbefore referred to by which the manipulating

page_text: apparatus is attached to the ejector are provided with corresponding orifices (a, b, c
and d) the orifice a being for the supply of steam to the large ejector E and the
orifice for the supply of steam to the small ejector e; the air exhaust in the large
ejector is provided for ate and the air exhaust for the small ejector passes through
the orifice d. A non return valve indicated in dotted lines is placed between
the main pipe and the exhaust passages of the ejector and prevents any steam or
water of condensation from returning into this pipe.
This manipulating or controlling apparatus is constructed with two valves p
and represented in section in Figures 14 and 15 being actuated by the handle
and working upon two corresponding seats P and P₁. The valve p is provided
with an orifice o Figure 16 capable of communicating with two ports all and b
(Figure 18) in the seat P communicating with the ejector passages a a¹ and ↳ b³,
Figures and 15. The steam enters the chamber W containing the valve when
the valve e is lifted from its seat by the cam k on the valve p Figures 14 and 16
which cam acts on the valve w at the time when the opening o in the said valve
coincides with the ports a" and 6" respectively. The valve p and seat P are
lubricated by a lubricator G.
The valve plis perforated with an orifice o¹ Figures 15 and 17 for the passage of
air communicating with the chamber E Figures 14 and 15 which in turn is
connected with the exterior. By rotating the valve the orifice o¹ can be placed
opposite to an opening C¹, in the seat Figures 15 and 19, which communicates
with the main pipe.
The seat P (Figure 19) is perforated by three other orifices or ports c" d
and K. The port e corresponds with a passage c c Figure 15, the port
corresponds with a passage d' and the port K' communicates with the upper side of
the valve K Figure 9.
The valve is provided with a circular internal connecting passage R R¹
indicated in dotted lines in Figure 17 which connects the main pipe either with the
air exhaust passage of the large ejector or with the passage d'd of the small
ejector.
The valves P and pare moved by means of a lever handle m which by means of
suitable register marks can be placed with precision in four different principal
positions indicated at III III and IV Figure 9.
In the first position (or position I) which corresponds with taking off the brakes
the cam (Figure 14) lifts the valve w and steam is admitted to the large
ejector E only, whilst all communication is cut off with the external air and the
main pipe in which the vacuum is produced.
In the second position or position for travelling (11 Figure 9) the cam k continues
to hold open the valve w but the steam passes into the small ejector only, which
continues in action in order to maintain the vacuum in the apparatus all the time
that the train is running, communication between the external air and the main
pipe remaining cut off.
In the third position or position of rest (III Figure 9) steam is not admitted to
either ejector and communication is not yet established between the external air
and the main pipe.
In the fourth position or position for applying the brakes (IV Figure 9) air
from the exterior is admitted to the main pipe but steam is not supplied to either
of the ejectors. In the intermediate position of the handle m at 1ª the cam k lifts
the valve w but the supply of steam to the large ejector is throttled the
orifice 6 Figure 18 remaining obstructed. When the boiler supplies high pressure
steam the effect produced by the large ejector can be greatly augmented owing to
the expansion of the steam by placing the handle m in this position.
Above the space or chamber containing the non return valve K Figure 9 there
is provided an additional rotary valve u of small diameter which may be worked on
its seat by means of a handler Figures 9, 10 and 11 for the purpose of applying
the brakes on the engine and tender only. The handle may be placed in three
different positions. In the first position the exhaust from the distribution valves of
C

page_text: the locomotive and tender communicates with the atmosphere. This position
corresponding with the normal working of the automatic brake only. The second
position places the said exhaust in communication with the chamber above the
non return valve K. The ejector then acts directly on the diaphragm chambers of
the engine and tender and the brakes are applied by direct vacuum. In the third
position the exhaust passages are completely closed and do not communicate either
with the external atmosphere or with the chamber above the valve K the vacuum
previously formed in the diaphragm chambers on the engine and tender being
maintained so long as the handle a remains in this position. "When the handle is in
the second position a second non return valve K" Figure 10, between the distributor
and the chamber above the valve K Figure 9, is closed. This valve is maintained in
the closed position by a spring whose strength or tension is so regulated that the
vacuum in the distributor and in the brake chamber or cylinder is always less by
about 15 centimeters of mercury than that which the ejector is capable of producing.
The object of this arrangement is to obviate the production, in the brake chambers
of the engine and tender, by the direct action of the ejector of a degree of vacuum
which might otherwise become so high as to impede the taking off of the brakes.
The ejector proper is composed of the large ejector E and the small ejector e
Figure 9. The latter is worked by a steam jet and draws air from the main pipe
through the passage and the large ejector is worked by a central annular jet
and draws air from the main pipe through the passage c. T and are the
nozzles of the ejectors and the delivery or exhaust from the two ejectors takes
place at O.
The apparatus is arranged in a horizontal position and is provided at the lowest
part with an orifice B for the escape of the water of condensation. In addition to
this a blow off cock with an orifice of 0.0125 millimetres may be provided upon a
tee piece situated upon the main pipe at a lower level than the apparatus and
towards which the two portions of the pipe are slightly inclined. It is simply
necessary to blow off the water of condensation from time to time.
The distributor B Figures 21 and 22 is placed upon the auxiliary reservoir or
upon the diaphragm chamber and contains two movable combinations of valves
and pistons. The first combination comprises a piston with a cup leather
packing a flexible diaphragm p and a valve c attached to the same rod or stem
sliding in a sleeve forming the stem of the second combination. The latter
comprises a flexible diaphragm m and a valve a provided with a seat formed by an
india rubber ring or washer 7.
The apparatus communicates through an orifice R with the auxiliary reservoir
and through an orifice C with the main pipe and communicates with the diaphragmn
chamber or brake cylinder through an orifice V.
8
When the train is running the two combinations are maintained in their lowest
positions and the valve c is open. Air from the auxiliary reservoir is drawn into
the main pipe through orifices & and through a passage v formed in the connecting
plates or discs of the diaphragm p whilst the diaphragm chamber or brake cylinder
communicates with the atmosphere through a series of holes E and through the
orifices o.
When external air is admitted to the main pipe for the purpose of applying the
brakes the inner lips or edges i of the diaphragm p close the orifices s and the two
combinations are elevated into their highest positions. The valve a then opens and
allows air from the brake cylinder to pass into the auxiliary reservoir whilst the
valve e prevents any communication with the exterior. There results a rarifaction
of the air in the brake cylinder or diaphragm chamber and the diaphragm or
piston therein rises under the influence of atmospheric pressure and applies the
brakes.
When the direction of the resultant of the pressures exerted upon the movable
combinations, which was at first directed upwards, changes owing to the changes in
the pressures in the cylinder and reservoir the valve a closes and prevents the air
remaining in the diaphragm chamber from passing into the auxiliary reservoir.

page_text: Consequently the force exerted upon the external surface of the diaphragm in
the chamber varies according to the quantity of air introduced into the main
pipe so that the pressure of the brake shoes upon the tyres can be graduated as
required.
The brakes are taken off by creating a vacuum in the main pipe. The positions
for running are then restored and the internal air passes freely into the brake
cylinders or chambers through the orifices E and o.
The screw threaded orifice F is provided in case it is desired to draw air from
the interior of the carriages by means of a short pipe or to employ an apparatus för
filtering the air and preventing dust from passing into the distributor.
By means of a pipe connected with the apparatus at F connection may be made
between the tube D of the ejector apparatus and the distributors on the engine
and tender which act in the following manner.
When the handler Figures 10 and 11 is in the first position the brakes on the
engine and tender act in the same way as in the other vehicles. When the handle
is in the second position (the handle in being preferably in the position for running
or second position (11) but may also be in the first position or in the position I")
the rarefaction of the air takes place in the diaphragm chambers the air which
they contained proceeding to the ejector by passing through the orifices o and E
and tube the valve e Figures 21 and 22 not being closed at this moment thus
applying the brakes on the engine and tender this condition being maintained when
the handle is moved to the third position. The taking off of the direct acting
brake is always performed by bringing the handle back to the first position
whereupon the external air enters as usual through the orifices E and o.
A taking off valve 16 Figure 22, which may be worked by means of cords or
pulls in case the brake is applied automatically, is provided at the side of the
distributor.
Figure 20 represents in section a quick acting distributor consisting of a
distributor proper M and an accelerator N. Orifices. C R and V connect the
apparatus with the main pipe the auxiliary reservoir and the brake cylinder or
chamber respectively. The moving parts are represented in the positions which
they occupy at the moment when the brakes are put full on but before the movable
combinations in the accelerator have assumed the position which they maintain
during the application of the brakes.
The distributor M contains two movable combinations of flexible diaphragms
valves and pistons pam and pqf. The general arrangement of the apparatus is
identical with that of the distributer hereinbefore described with reference to
Figures 21 and 22 as far as the parts pa m are concerned. The other combination
corresponds with the combination marked pfc in this distributer and acts in an
analogous manner but the upper valve is made larger than the corresponding
valve c in Figures 21 and 22 in order to enable the brakes to be taken off more
quickly. Moreover the air for taking off the brakes enters this distributor by
passing through the accelerator N.
The distributor M communicates with this accelerator through passages gl
and and with the auxiliary reservoir through a passage and orifice R indicated
by dotted lines it also communicates with the brake cylinder through a passage g
and orifice V.
The accelerator N likewise contains two movable combinations of diaphragms
pistons and valves bed and p¹ Pk which are alternately independent and connected
together in their action. The valve rod or stem of the combination bed is provided
with an extension t engaging with a recess w formed in the upper extremity of the
stem of the combination p² Pk.
The spaces between pl and d and between P and k are always in communication
with the distributor M and with the main through the passages and . The
chamber above the diaphragm d communicates through the passage gl with the
brake cylinder and the chamber situated below the upper piston & communicates
through the passage with the space situated above the valve in the distributor M

page_text: and with the external atmosphere at E through a passage E' and orifices e which
are alternately opened and closed by the action of the piston b. The valve k
moves in a chamber K communicating with the external atmosphere which is
admitted through sheets of wire gauze or like filtering material.
The ascending strokes or movements of the parts are limited by the seat of the
valve with regard to the combination Pk and by the flange on the extension t
of the stem with regard to the combination bc d. The descending strokes are
limited by a stop or shoulder n below the diaphragm d with regard to the
combination bed and by a shoulder at n with regard to the combination p' Pk.
The two combinations are connected together when the combination b c d has
completed its ascending movement but are independent of one another when this
combination is in any other position.
The diaphragm d acts as a valve, controlling orifices u which are covered. by an
inner edge or lip d formed by the edge of the said diaphragm the space above the
latter communicating through passages and. " formed in the stem with the
chamber situated below the piston b. The pistons b and c are provided with cup
leather packings having the concave side upwards. When the combination is in
the elevated position the packing or cup leather on the piston b closes a series of
small orifices e and intercepts all communication between the passage El aud the
said orifices e aud consequently between the exterior and the chamber below the
piston b. When the combination is at the lower part of its stroke the orifices e
communicate freely with the external atmosphere which then enters through these
orifices and passes through the passage into the chamber above the valve of the
distributor M:
When the train is running the two movable combinations of the accelerator are
retained near together by atmospheric pressure the valve & being closed, external
air being admitted through the orifices e and the exhaust from the auxiliary
reservoir being effected through the distributor M and the main pipe.
In order to apply the brakes quickly the controlling apparatus is so manipulated
as to admit a full supply of air from the atmosphere to the main pipe. The sudden
admission of air acts upon the piston p' of the accelerator of the first distributor
in the train and opens the valve k therein thus causing external air to enter the
main pipe and open the corresponding valve in the second distributor which in turn
opens the corresponding valve of the third distributor by the admission of air these
operations being repeated in all the distributors throughout the train in succession.
The second combination p' Pk in each distributor descends and remains in this
position until the pressure in the brake chamber has been able to penetrate
completely into the corresponding part of the main pipe the passage g leading from
the brake chamber to the reservoir being of such dimensions that the rarifaction.
in the space above d has not had time to increase sufficiently to cause the
combination bed to rise and elevate the combination pl Pk.
In order to produce a graduated pressure, air is admitted to the main pipe
slowly at first so that the resultant of the forces acting upon the two combinations
of the accelerator always acts in an upward direction and the valve k remains
closed.
The brakes are taken off by restoring the vacuum in the main pipe; the brakes
do not commence to be taken off until the combination pqf has been lowered.
There are two cases to be considered according as the pressure of the air in the
brake chamber or cylinder is greater or less than the pressure of air in the
main pipe.
In the first case the resultant of the pressures exerted upon the combination b c d
soon becomes directed upward if not previously so directed, external air then enters
through the orifices e into the chamber below the piston and passes through the
passage into the distributor and consequently into the brake chamber or cylinder
until the brakes are completely taken off.
In the second case the combination b c d remains elevated and the air remaining
in the main pipe is admitted to the brake cylinder or chamber through the orifices u

page_text: and passages and until the combination descending enables the air inlet
orifices e to place the brake cylinder or chamber in direct communication with the
atmosphere whereupon the taking off of the brakes is completed as in the
preceding case.
When the brakes are applied with full pressure the formation of a relatively
small degree of vacuum first releases one of the distributors and the air which
passes through it on its way to the brake chamber or cylinder releases the
apparatus on the next vehicle and all the brakes are thus taken off in succession
with great rapidity. In all cases the brakes can be taken off before the train is
stationary and the jerks which occur whenever this can not be done are thereby
obviated.
By means of an improved communicating apparatus illustrated in Figures 23
and 24 the passengers are enabled to sound a whistle placed upon the locomotive
by simply pulling a handle placed within their reach. The engine driver then
whistles a certain number of times in order to attract the attention of the guards
in order that they may examine the compartment from which the call originated.
Figure 23 illustrates the signalling device or alarum placed upon the locomotive
and consisting essentially of an air chamber A of a capacity equal to say about
6 litres connected with a combination of two flexible diaphragins and connected
by a hollow rod or tube through which a small passage is formed one extremity o
of the latter being in communication with the main pipe and the other extremity o¹
communicating directly with the reservoir or chamber A. The space between the
diaphragms and is open to the atmosphere and the rod connecting the two
diaphragms is mechanically connected by lever arms ebc with the rod of a steam
whistle & communicating with the steam supply pipe of the ejector. The lever
handle of the brake controlling apparatus is provided with a pin a which when the
handle is in position for applying the brakes passes under the curved end of a
leverd connected with the lever actuating the steam whistle.
C
The action of this apparatus is as follows:-When the train is running a vacuum
is maintained in the main pipe as well as in the air chamber A. Directly any
considerable amount of air is admitted at any part of the main pipe it acts imme-
diately upon the left hand side of the diaphragm el but passes very slowly through
the contracted passage o into the chamber A. The diaphragms and are
consequently impelled to the right hand thereby causing steam to be admitted to
the whistle s. The whistle is not sounded when air is admitted to the main pipe
by the engine driver in order to apply the brakes because the pin a in this case locks
the lever connected to the whistle.
Figure 24 represents an arrangement of apparatus provided on each vehicle and
consisting of a branch pipe s placed upon the main pipe and provided with a cock
constructed with a lever handle r actuated by a cord or chain m m³ m" supported
by pulleys and connected with pulls or handles A at its extremity. In the other
compartments pulls or handles B C are provided attached to a rod connected at its
upper extremity to a ring O through which the cord m is passed. By pulley A, B
or C the lever of the cock c is placed in or near the position thereby admitting
air to the main pipe and actuating the signal on the engine.
The motion transmitted to the lever may be arranged to act upon one or two
discs which indicate the vehicle from which the signal is given but in general the
position of the cock is sufficient to enable the vehicle to be identified.
When the pulls A, B or C have been drawn out they cannot be returned to their
original position without going outside the vehicle and closing tlie cock c. In order
that the weight of the cord or chain m shall be incapable of returning the pulls to
their original position the latter are provided with one or more knots which are
forced through an orifice in a rubber disc and resist the return of the cord to its
normal position by the weight of the chain m. By these means it is always
possible to identify the compartment from which the alarm originated.
An apparatus for working a brake with compressed air suitable for long trains
and capable of being graduated in its action is illustrated in Figures 25, 26 and 27,

page_text: Figure 25 represents the general arrangement of the apparatus carried by each
vehicle and consisting of the following parts namely.
A brake cylinder 10; an auxiliary reservoir 11, a quick acting distributor 12, a
main pipe 13, connected with the distributor 12 and provided at both extremities
with flexible hose and couplings and coupling valves not shewn in the drawing
and a cut off valve or stop cock placed between the main pipe and the
distributor.
The auxiliary reservoir and the brake cylinder may be arranged separately as
in Figure 25 or they may be combined together in one casing as represented in
Figure 26.
The guards vans are provided with a pressure gauge and with an emergency
valve or cock enabling the guard in case of need to discharge air from the main
pipe in order to apply the brakes and stop the train.
The quick acting distributor employed with this apparatus is illustrated in section
in Figure 27; it is composed of a distributor proper A and an accelerator B.
Passages C, R (dotted lines) and F connect the apparatus with the main pipe, the
auxiliary reservoir and the brake cylinder respectively. The distributor is placed
as near as possible to the main pipe from which it is separated solely by a stop
cock of large area and a dust intercepter for protecting the moving parts of the
apparatus.
The distributor A comprises the two movable combinations of valves and pistons
namely, a lower combination man and an upper combination p g / with an auxiliary
piston ¹, working in a cylinder in the sides of which passages are provided being
arranged in such a manner that when the piston f' is elevated in the operation of
taking off the brakes all communication is intercepted between the space below
the piston and the space above it, the latter space being constantly in communication
with the atmosphere through grooves or orifices' formed under the cover.
distributor A communicates with the auxiliary reservoir through the passages
and R indicated by dotted lines in the drawing and with the brake cylinder through
the passage and F represented by full lines."
I
The
The auxiliary piston f1 is provided for the purpose of ensuring the continuation
of the release of the brakes after it has been commenced by the lifting or opening
of the valve and thus maintaining a wide passage for the escape of the air contained in
the cylinder.
The accelerator B communicates with the distributor A through passages l'}}
and gland is composed of two movable combinations of valves and pistons. The lower
combination consists of two pistons p² and P and one valve k and serves when the
brakes are applied on an emergency to provide for the escape or discharge of the air
contained in the main pipe. The upper combination comprises three pistons be and d
and is provided with an internal valve d' opening downwards and held to its seat by a
sensitive spring. The space between the two pistons P and p¹ of the lower com-
bination is constantly in communication with the auxiliary reservoir through the
passage whilst the convex side of the piston P and the space between the two
combinations is constantly in communication with the main pipe. The space above
the piston b of the upper combination communicates with the brake cylinder through
a passage and the space. between the pistons c and d receives the exhaust or
discharge from the distributor A through a passage and when no such exhaust is
taking place communicates with the atmosphere through the passages and through
the orifices e (uncovered by the piston c) alternately. When the combination bed
is elevated it uncovers the orifices e which then place the exhaust from the
distributor in communication with the external atmosphere but on the other hand
when it is subjected to the pressure exerted in the brake cylinders in applying
the brakes it rests upon the lower combination p³ Pk and contributes to maintain
the valve k pressed upon its seat. A small passage u connects the passage ¹
with the space between the packings of the pistons b and c in order to diminish the
friction when the brakes are taken off.
When the train is running the compressed air proceeding from the main pipe

page_text: feeds the auxiliary reservoir by passing around the pistons and P in the
accelerator B and passes through the passage h¹ into the distributor A. and proceeds
to the auxiliary reservoir by passing round the pistons and p the movable
combinations man and p gf being maintained in their highest and lowest positions
respectively.
The lower combination of the accelerator B is maintained in its lowest position
by the pressure which is exerted upon the valve and closes it whereas the
pressure which is exerted below the piston d retains the combination c d in its
highest position and presses the valve d against its seat.
In order to gradually apply the brake the pressure in the main pipe must be
removed by proceeding in such a manner that the resultant of the forces acting upon
the lower combination (p' P k) continues to be directed downwards and that
consequently no escape can take place except through the controlling cock. This
result is obtained by regulating the escape from the latter in such a manner that
the depression which would actuate the pistons p P and valve k in any distributor
does not take effect there until after the admission of a certain amount of pressure
in the corresponding brake cylinder. The pressure to which the piston of the
accelerator is then subjected goes on increasing and the action of the brakes can be
graduated as required as if no accelerator were employed. The air which might
be compressed in the space below the piston c by a sudden descent of the com-
bination bed as well as that which may result from leakages, escapes through the
grooves or passages and in the distributor A. so that there is never any
counter pressure on the under side of the piston capable of interfering with
the action of the apparatus.
In order to apply the brakes quickly the controlling cock is set wide open so
as to suddenly lower the pressure in the main pipe in such a manner that the
combination p P k of the first distributing apparatus is lifted before sufficient
air can pass through the passage to send the piston of the brake cylinder to
the end of its stroke and consequently before the pressure exerted upon the upper
side of the piston has exceeded that which corresponds to the merely passive
resistance to be overcome in order to sustain the movement of the piston in the
brake cylinder. The main pipe then empties itself through the exhaust orifice E
of the distributor on the first vehicle. The depression is then transmitted to the
distributor on the second vehicle and afterwards to the third and so on until
the distributor of the last vehicle is reached with a rapidity which is greater in
proportion as the orifices E are of large area and the depression required to be
produced in order to lift the combination p P is less.
The brakes are taken off by reintroducing pressure into the main pipe; the
release of the brakes not commencing until the combination pff has been liited
by the increase in the pressure of the air in the pipe.
P
There are two cases to be considered according as the pressure of the air
contained in the brake cylinders is lesser or greater than the pressure in the pipe
by which the combination pqff is lifted.
In the first case the resultant of the pressures exerted upon the combination bed
soon becomes directed upwards even if this were not already the case. The piston c
being thereby lifted the outlet orifices e are uncovered and allow.the air to escape
from the brake cylinders.
On the other hand when the pressure in the brake cylinder exceeds the pressure
in the main pipe the combination b c d remains down and the escape from the
cylinder is discharged into the main pipe by opening the upper valve and passing
round the piston d until an equilibrium of pressure is established between the
cylinder and the main pipe after which, the pressure continuing to increase in the
main pipe, owing to its being supplied from the main reservoir the combination b c d
is lifted and exhaust into the atmosphere continues through the orifices e as in the
preceding case. The supply of the main thus taking place from one distributor to
another in succession the brakes are taken off from one end of the train to the
other with great rapidity.

page_text: When the brakes are put full on the combination frises directly a
relatively low pressure is introduced into the main and allows a certain quantity
of air to pass into the main pipe sufficient to release the next distributor. The
taking off action is thus transmitted from one apparatus to another with great
rapidity and it becomes possible to release the brakes a few seconds before the
train is completely stopped and thus obviate the reaction or recoil which takes
place when the brakes are not so released.
According to another arrangement represented in Figures 28 and 29 the
controlling valve is combined with an alarm whistle, being arranged between the
main reservoir with which it is connected at P and the main pipe connected with
the valve at C. This apparatus contains two combinations of valves and pistons
namely a combination regulating the depression to be produced and a
combination which is pressed in the direction of the right hand by a spring a
and which controls the working of the whistle. A small piston c is also provided
being likewise subjected to the pressure of the spring and by its movements
serving to compensate for any slight leakages which may take place in the main
pipe. The space between the pistons and constitutes a regulating reservoir or
air chamber whose functions are hereinafter explained and the capacity of which
may be augmented by the addition of a supplementary reservoir of a capacity of
say about half a litre for example. The chamber W on the outer or left hand
of the compensating piston c as well as the space comprised between 1 and r are in
permanent communication with the main reservoir through passages w wl and a¹
respectively. The spaces between the pistons cand and between the piston and
valve are in constant communication with the main pipe through the passages u
and respectively.
All the pistons in this apparatus are provided with cup leather packings arranged
as indicated in the drawing. A union M connects the apparatus with a gauge
indicating the pressure in the regulating reservoir or air chamber and when the
capacity of this regulating reservoir is insufficient an orifice R is connected with
the auxiliary reservoir on the engine or preferably with an independent reservoir
supplied from the regulating reservoir. Contracted or capillary passages mm²
connect the regulating reservoir and the main pipe for the purpose of maintaining
in normal working an equal pressure in both of these chambers. Moreover one of
these passages communicates with the valve cylinder or chamber between the
pistons and in order to supply air under pressure and increase the sensitiveness
of the apparatus by reducing the friction of the packing of these pistons.
A whistle S is placed on the upper part of the controlling valve. This whistle can
be placed in communication by means of a valve T worked by hand as hereinafter
explained with a small passage e (indicated in dotted lines) coinmunicating with an
orifice formed in the body of the valve this orifice being alternately closed and
opened by the piston being opened when the combination is at the left hand
extremity of its stroke. When this orifice is uncovered air from the main reservoir
escapes through the whistle provided that the rotary valve T is in the required
position.
j
A chamber A is placed upon the apparatus being constantly in communication
with the main reservoir through passages a¹ a and containing a rotary valve T
worked by a lever handle P" capable of being placed in four positions
marked II III and III (Figure 29).
In the first position or position for taking off the brakes the main reservoir on
the engine communicates freely with the main pipe through ports or passages bb
Figure 28 in the valve apparatus and with the regulating reservoir and special
reservoir or the auxiliary reservoir on the engine according to circumstances
through ports or passages d d'.
In the second position or position for running, the port or passage e communicates
with the whistle S; air from the main reservoir cannot now pass to the main pipe
except through a passage (indicated in dotted lines) of extremely small diameter,
and by pushing back the piston c so as to uncover the orifice of the passage f. The

page_text: said piston c is moved to the left hand by the spring & the tension of which is so
regulated that the passage cannot be uncovered so as to allow air to pass from
the main reservoir until the pressure in the latter is greater than that in the main
by an amount which is regulated according to the length of the train and being
usually about one kilogram. In this position of the valve the auxiliary reservoir
on the engine or the special reservoir according to circumstances is likewise placed
in communication with the regulating reservoir through passages 7 ' likewise
represented by dotted lines in Figure 28.
In the third position or position for applying the brakes, the main reservoir the
main pipe and the regulating reservoir are cut off from one another whilst the
regulating reservoir communicates with the atmosphere through an orifice of small
diameter. Just before the lever handle arrives at the third position a curved or
comma shaped groove of small area allows the air contained in the auxiliary
reservoir to escape slowly and thus graduate the taking off of the brakes.
Lastly in the position 111 or intermediate position the communications which
were interrupted in the third position remain interrupted and the communication
between the regulating reservoir and the exterior is also closed.
The apparatus is further provided with an emergency lever or small lever
handle P enabling the engine driver in case of need to empty the main pipe and
to close the valve k.
The action of this valve apparatus is as follows:-Whilst pressure is being got
up in the boiler and the compressing pump is started the handle P" of the
controlling valve must be maintained in the intermediate position III. The air
which is compressed in the reservoir then acts solely upon the three pistons cir
and as the pistons 1 and r are of equal diameter it results that the pressure exerted
upon the piston e added to the action of the spring a pushes the entire combination
to the right. When the handle P is subsequently placed in the position I,
Figure 29, equilibrium being established on both sides of the piston c the latter
yields to the spring and moving to its extreme position on the left hand obstructs
the passage.
In order to charge the main brake pipe the handle P₁ must be placed in the
first position (1) and allowed to remain there until the main pipe and all the
auxiliary reservoirs in the train are properly filled after which the handle is placed
in position or position for running being the position which the handle is
represented as occupying in the drawing. In case the whistle on the apparatus
sounds when the handle is being placed in this second position this indicates that
the pressure in the main pipe has diminished and that its charging or filling as well
as that of the auxiliary reservoirs in the train is not yet complete and the handle
must be returned to the position 1.
When a given degree of depression is to be produced the handle is placed in the
position III or near this position in case the depression to be produced is to be
relatively slight and is maintained there until the pressure in the regulating
reservoir has been reduced to the extent required after which the handle is moved
backwards to the intermediate position III. The depression thus produced in the
auxiliary reservoir causes the combination i j k to move to the left thereby opening
the valve and allowing the air to escape. Directly the pressure in the main pipe
has diminished sufficiently to be practically the same as in the regulating reservoir
the combination ijk is again moved to the right thereby stopping the escape of
air. By these means any desired depression may be produced in the main pipe
without risk of creating a disturbance which would be liable to release the brakes
on the first vehicles.
In case the depression in the main pipe on the closing of the valve & cannot for
any reason be effected by means of the handle P" it is simply necessary to press
the emergency lever P in order to allow air to escape from the main pipe. On
the other hand by pulling the lever P¹ the valve k is closed.
When the handle P" is in the position for running or position II slight leakages
in the main pipe are compensated for by the movements of the small piston cas

page_text: hereinbefore explained but when these leakages are considerable such as those
resulting from the working of the communicator by the passengers or from the
giving way of the hose or connections the resultant of the pressure acting upon
the pistons changes its direction and pushes these pistons to the left thereby
uncovering the orifices through which air from the main reservoir passes to the
whistle which then gives the required signal to the engine driver.
It must be observed that in this second position (II) the regulating reservoir of
the controlling apparatus being in communication with the auxiliary reservoir on
the engine or the special reservoir it results that the pressure acting upon the
convex side of the piston remains practically the same as it was before the com-
bination moved owing to the smallness of the volume displaced by this piston
compared with that of the auxiliary reservoir on the engine or of the special
reservoir.
When the engine driver hears the whistle he can silence it by placing the handle
in the first position thereby preventing the stoppage of the train by compensating
for the escape or leakage.
The controlling valve apparatus illustrated in Figures 30 and 31 is employed in
case the communicating apparatus is dispensed with. This valve apparatus contains
only one movable combination composed of pistons i and and a valve the action
of which is analogous to that of the corresponding combination in the apparatus
provided with a whistle. It is connected with the main reservoir at P and with
the main pipe at C.
The rotary valve T in this apparatus works in a chamber A which is always in
communication with the main reservoir through a passage a a' and the valve is
worked by a handle P. A safety handle P is provided in case the handle Pu
fails to work the valves properly the said handle P' actuating the valve kas in the
valve apparatus hereinbefore described.
The space on the left hand of the piston i constitutes a regulating reservoir or
air chamber the capacity of which does not require to be increased in the present
instance as hereinafter explained. This space communicates through a passage M
with a pressure gauge indicating the pressure of the air which it contains.
A chamber W (Figure 30) is provided in which works a valve c acted upon by
a spring X the object and action of which are identical with those of the small
piston or piston valve c and spring in the apparatus provided with the whistle as
hereinbefore described with reference to Figure 28.
The chamber A (Figure 31) is permanently in communication with the right.
hand side of the valve c (Figure 30) through a passage w w and the chamber W
communicates with the main pipe through a small passage fand a groove or channel
formed in the underside of the rotary valve.
Permanent communication between the main pipe and the passage g is established
by means of a passage g' g" and a passage d'enables air from the regulating
reservoir to pass under the rotary valve.
In certain positions of the valve a small passage m m' establishes communication
between the regulating reservoir and the space between the pistons and for the
purpose of reducing the friction of these pistons when the brakes are applied.
The valve handic P" can be placed in four principal positions. In the first
position the main pipe communicates through the passage with the chamber A
and consequently with the main reservoir. This position is the position for
releasing the brakes, or full supply.
In the second position or position for running, the communication between the
main reservoir and the main pipe is established through the passage w w¹ and the
chamber W. as hereinbefore explained. The reservoir and the main are now in
communication so that the pressure in the regulating reservoir and in the main
remains unaltered.
In the third position or position for applying the brakes the communication
between the regulating reservoir and the main pipe is stopped as well as the com-
munication between the small valve chamber W and the main pipe whilst the

page_text: passage d d is placed in communication with the atmosphere so as to connect the
regulating reservoir with the atmosphere.
In the intermediate position the communications which were intercepted in
the third position remain closed and communication between the regulating
reservoir and the atmosphere is also closed.
The action of the apparatus with regard to the applying and releasing of the
brakes is similar to that of the controlling valve provided with a whistle as herein-
before described with reference to Figures 28 and 29.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
:-
1. In a direct acting vacuum brake for tramway and other like trains composed
of a small number of vehicles the employment of a supplementary reservoir
combined with the controlling apparatus as and for the purpose herein before
described with reference to Figures 1, 2, 3, 4, 5, 6 and 7 of the accompanying
drawings.
2. In an automatic vacuum brake the distributor or distribution apparatus
illustrated in Figures 8 and 20 enabling the admission of air to the main pipe to
be effected through each distributor in the train the said distribution apparatus
being provided with means for rapidly taking off the brakes and with a counter-
acting combination b c d for enabling the pressure of the brakes to be graduated
all substantially as hereinbefore described with reference to the accompanying
drawings.
3. In an automatic vacuum brake the combination of a direct vacuum brake
with an automatic vacuum brake substantially as hereinbefore described and
illustrated in Figures 9, 10, 11, 12, 13, 14, 15, 16, 17, 18 and 19 of the accom-
panying drawings.
4. In an automatic vacuum brake a distribution apparatus or distributor arranged
and operating substantially as hereinbefore described and illustrated in Figures 21
and 22 of the accompanying drawings.
5. In combination with an automatic vacuum brake the apparatus for communi-
cating or signalling on trains substantially as hereinbefore described and illustrated
in Figures 23 and 24 of the accompanying drawings.
6. In an automatic compressed air brake the arrangement enabling the brakes to
be rapidly applied by discharging the air from the main pipe through each
distributor and enabling the brakes to be rapidly taken off by causing the air from
the brake cylinders to pass through each distributor into the main pipe substantially
as hereinbefore described and illustrated in Figures 25, 26 and 27 of the accom-
panying drawings.
7. The combination in one apparatus of a controlling valve worked by hand
and a whistle substantially as and for the purpose hereinbefore described with
reference to Figures 28 and 29 of the accompanying drawings.
8. The controlling apparatus arranged and operating substantially as hereinbefore
described with reference to Figures 30 and 31 of the accompanying drawings.
9. The arrangements and combinations of parts constituting the improvements
in brakes and safety appliances for railway vehicles substantially as hereinbefore
described with reference to the accompanying drawings.
Dated this 25th day of July 1893.
J. H. JOHNSON & Co.,
Agents.