Improvements in Brake Apparatus for Railway Vehicles.
Year: 1891

page_text: Date of Application, 18th June, 1891
Complete Specification Left, 10th Oct., 1891-Accepted, 14th Nov., 1891
PROVISIONAL SPECIFICATION.
Improvements in Brake Apparatus for Railway Vehicles.
I, ROBERT DUNKEL, of Danzig, in the Kingdom of Prussia and German Empire,
Merchant and Manufacturer, do hereby declare the nature of this invention to be
as follows:-
This invention hereinafter described relates to continuous brake apparatus for
railway vehicles which is operated with equal advantage by air as also by steam
and is arranged in such a manner that there is maintained in the steam brake pipe
or air brake pipe respectively a certain pressure of steam or air as the case may be
which acts when the brakes are "off" equally against each side of the piston of
the brake cylinder, the piston being in or near the middle of the cylinder. Openings
of different sizes and controlled by means of valves are provided so that when the
excess pressure in the brake pipe is destroyed there is produced a movement of
the brake piston in the cylinder for the purpose of effecting the braking action.
Every railway vehicle provided with a brake apparatus is furnished with a cock or
a valve which regulates the connection of the brake pipe with the atmosphere for
the purpose of allowing the air or steam to escape. The brake pipe leading to the
foot plate of the locomotive is connected with a cock hereinafter described which.
enables steam or compressed air to pass into the brake pipe, or places the latter in
communication with the atmosphere. Finally every vehicle provided with the
brake apparatus is furnished with a brake accelerating valve which considerably
accelerates the action of a difference in pressure for the purpose of braking and
simultaneously separates the water of condensation formed in the brake conduits
(when steam is employed as braking agent).
In the accompanying drawings
Figs. 1 to 3 illustrate the arrangement of a continuous steam or compressed air
brake on a passenger vehicle.
Fig. 1 being a longitudinal section through the same.
Fig. 2 a plan of the underframing of the vehicle, and
Fig. 3 a section on the line I I of Fig. 2.
Fig. 4 is a vertical longitudinal section.
Fig. 5 a cross section on the line II, II, of Fig. 4, and
Fig. 6 is a horizontal longitudinal section through the brake cylinder.
Fig. 7 is a side elevation of the device for moving the brake cock.
Figs. 8 and 9 are respectively an elevation and a longitudinal section of a
discharge valve and the eccentric tappets for operating the same.
Figs. 10 and 11 are two horizontal sections through the brake accelerating
valve according to Fig. 5.
Figs. 12, 13 and 14 illustrate the brake valve located on the foot plate of the
locomotive, and the connecting conduits of the same with the steam boiler or com-
pressed air reservoir on the one hand, and with the brake conduit and the escape
conduit on the other.
Fig. 15 is an elevation and
Fig. 16 is a plan illustrating the arrangement of the brake conduit connection
between two vehicles.
Fig. 17 is a plan illustrating the said pipe connection straightened out, according
to Figs. 15 and 16.
Figs. 18, 19 illustrate the two pipe connections of two abutting couplings.
Figs. 20, 21 and 22 shew, in longitudinal section, front elevation and cross
section respectively, the end connection of the pipes with the brake pipe of the
vehicle.

page_text: Figs. 23-25 illustrate a modification of the brake accelerating valve illustrated
in Figs. 5, 10 and 11.
Fig. 23 being a longitudinal section, Fig. 24 a plan, with the cover half removed,
and Fig. 25 a section on A. B of Fig. 23.
Under each vehicle to be braked there is located a cylinder A included in the
brake pipe and having a piston B whose rod B' by means of levers and chains acts
upon the brake blocks in such a manner that by drawing the piston rod into the
cylinder the brakes are tightened. This is effected as shown in Figs. 1-3 by
connecting the piston rod B¹ by means of a chain a with a lever boscillating about
the pivot c, said pivot being suspended at e by means of a rod d from the framing f
of the vehicle. g is a connecting rod attached to the lever b and leading to the
lever h which is suspended from the framing of the vehicle so as to be capable of
oscillating at i, and carries the brake block pivoted to it at k.
The brake block ! located opposite to the brake block is tightened by means
of a rod m (through the medium of the link n¹) pivoted at c to the lever b.
n and n¹ are guide rods for the brake blocks which engage with the levers h above
the centres of rotation k and ¹ of the said blocks. The brake block is connected
with the lever h by means of the double or jointed levers o o' and rod p.
Any other suitable arrangement beside that just described may however be
employed to effect the same purpose.
The brake cylinder A (Figs. 4—6) is divided into two compartments A¹ and A²
which are separated from one another by an inwardly projecting ring or collar A³
in such a manner that the piston B in its normal position bears against the collar A³.
The two cylinder compartments A¹ and A2 are connected together by a pipe A
which communicates by a small opening A with the compartment A', and by a
larger opening A" with the compartment A2, and in which the valve C is inserted.
This valve is a check valve which allows of the passage of the steam or compressed
air from the compartment A' into the compartment A2 but prevents the steam or
the air from passing back out of the compartment A2 to the compartment A¹
(Figs. 5 and 6).
Furthermore the space A¹ of the cylinder is connected by a tubular piece D with
the brake pipe E in the following manner. A pipe D' branches off from the
piece D and opens at D' in the compartment A2 and has included in it two valves D³
and D.
The mouth of the pipe D2 is as shown close to the collar A³ in the interior of the
cylinder A, and the brake cylinders are usually arranged with a downward
inclination towards the rear cover A', in order that any water of condensation that
may collect in the compartment A2 when steam is employed to operate the brakes
may be readily discharged. The water of condensation from the compartment A¹
flows to the tubular piece D.
The valve D³ is provided with a fine axial perforation and is kept opened by a
spring D when there is equal steam pressure in the two cylinder compartments A
and A2, and is pressed down upon its seat when the steam pressure in the
compartment A2 is greater than the steam pressure in the compartment A¹. The
valve D shuts the pipe DI off from the cylinder compartment A2, when there
is an excess steam pressure in the pipe D over the pressure in the compartment A².
The movement of the valve D is limited by a pin D.
The valve D' has for object to relieve from pressure the valve D³ by the steam
pressure from underneath, in order that the said valve may be kept opened by the
spring D³, but also in order to prevent the quick passage of the steam into the
chamber A², so that on releasing the brake a movement of the piston up to
the collar A³ may not be prevented by the counter pressure in A².
In the "off" position of the brake the piston is situated in the middle of the
cylinder resting against the annular collar A³, and the steam pipe or air pipe D as
also the cylinder compariments A1 and A2 are filled with steam or air of the same
pressure. In the " on position of the brake, that is to say when the brake is
operative, there is a high pressure in the compartment A²; and the pipe E as also
"

page_text: the compartment A' is either wholly or partially emptied of steam or air, whereby
the compressed air or the steam in the compartment A2 will expand, and thus
braking is effected with the excess pressure. In this case the check valve C is
forced by the steam pressure in the cylinder compartment A' against its seat, so
that the pipe A is closed towards A¹. Steam can however pass through the
perforation in the valve D³ to the pipe D' over the valve D*, but since the
perforation in the valve D³ is of but small area, an equalization of the pressure will
be effected but gradually.
On again releasing the brake the cylinder compartment A¹ first becomes filled
with compressed air or steam, the piston B is forced back and thus the opening A5
of the pipe A becomes free, whereupon the valve C rises and the compartment A'
becomes filled with compressed air or steam. In order to effect this, the opening A³
is arranged in the cylinder compartment A' in such a manner that it is uncovered
by the piston B only when the latter has assumed the position in which it lies
against the collar A3.
The piston B carries a valve B2 which is pressed against its seat by a spring B³
and opens towards the cylinder compartment A¹. This valve serves as a safety
valve or regulating valve inasmuch as it opens in case the pressure in the cylinder
space A2 should become too great, so that it allows steam or compressed air to flow
over the cylinder compartment A¹ into the pipe D. Thereby the highest allowable
brake pressure is simultaneously regulated, whereby the employment of steam of
higher pressure in the brake pipe is not limited.
In order to operate the brake from the foot plate of the locomotive, there is
included in the brake pipe E which leads to the foot plate, a three-way cock F,
which is illustrated in Figs. 12, 13, and 14. This three-way cock has a pipe-
connection, for each of the pipes E, G and H. G is the pipe which supplies steam
or compressed air to the brake pipe E. H is the pipe which when it is desired to
put on the brakes allows steam or compressed air to pass out of the brake pipe and
preferably conveys it to the smoke stack of the locomotive. The three-way cock
has a casing F which is closed by the cover F2 and is fitted internally with a rotary
plug F3. The latter is formed with two passages F4 and F which are arranged and
operate as follows
In the position shown in Fig. 12, the passage F* connects the two pipes G and E,
so that steam or compressed air can pass from the pipe G to the brake pipe E,
whilst the passage F is shut off. But when the handle F of the three-way cock
is rotated out of the position indicated by the line 1 in Fig. 12 into the position
indicated by the line 11 in Fig. 12, the passage F is placed so that it forms a
communication between the pipes E and H and the compressed air or the steam can
escape from E directly to H. The pipe G which is then still connected with the
passage F4, is however interrupted because this passage is closed by the casing F¹.
In order to throw the brake of each separate brake vehicle out of action, there is
inserted in the branch brake pipe D leading to the brake cylinder A, a cock or a
through passage valve which can be operated from both sides of the vehicle.
Fig. 5 shews a cock I for this purpose. In order to effect the opening, and closing
of the cock I from both sides of the vehicle and in the same direction of rotation,
there is fixed on the axis 1 of the same a segment I' which engages in a second
segment 12 upon whose axis I" there is arranged the handle 13. On the other side
of the vehicle the corresponding handle 13 is arranged directly upon the axis I* of
the cock. By this means the handle can be rotated on both sides and in the same
direction of rotation. If a through passage valve is provided in place of the cock I,
toothed wheels are employed in place of the two toothed segments.
After the brake has been thrown out of operation, or when the vehicle is dis-
connected from the train, the brake cylinder. A must be emptied of steam or
compressed air. For this purpose on the front head of the compartment A2 there
is provided a cock K (Figs. 4 and 4*) worked by means of links K₁ and K'
connected to the double lever K³ of the cock plug. A valve L with raising device
is illustrated in Figs. 8 and 9, which may be employed instead of the cock K.

page_text: This raising device comprises the two cams or cam like segments L2 and L³ fixed
on the axis L', said segments being connected to the pull rods L' and L' and each
having an eccentric periphery which bears against a guide L on the lower part of
the valve L. By pulling the rods L and L' the valve L' is raised and thus
discharge of air is effected.
The brake accelerating valve N which is arranged as hereinafter described, serves
for discharging the compartment A¹.
It may be stated that for braking, besides the three-way cock F, and the cocks I,
there may be arranged brake cocks in the main pipe to be operated by the
brakesmen or from the interior of the vehicles, by means of which the steam or
compressed air may be allowed to escape. In case of injury to the steam or com-
pressed air apparatus, braking is effected automatically. The brake accelerating
valve N (Figs. 5, 10, and 11) is included in the branch pipe D between the brake
cock I and the cylinder A, and is constructed as follows:-It consists of a piston N',
the lower piston valve N, and limits by means of the upper vanes N³ the stroke in
the casing N. This casing N has two lateral passages N³ which lead below the
valve N2; also the casing N is perforated at No towards the passages N³, so that
water can escape from the intermediate space between piston N¹ and valve N' into
one of the passages N³.
If now steam or compressed air of a certain pressure is contained in the brake
pipe or in the pipe D, the piston N¹ is pressed down by the same and thus valve N
is closed. At the same time the steam or the compressed air passes through the
opening No into the internal space N7 of the casing and presses against the lower
surface of the piston N'; but since the pressure surface in the space N7 on account
of the valve N2 located therein, is smaller than the pressure surface above the
piston N¹, the valve N2 remains closed, that is to say the piston N¹ remains in its
downwardly pressed position. The piston arrangement of the piston N¹ and of the
valve N2 acts also in this sense. But as soon as the pressure disappears or becomes
less in the pipe D or E by reason of the opening of a cock, then the excess pressure
in the space N' acts to force the piston N upward. By this means the valve N2 is
opened and the space above the piston N' or in the pipe D is placed directly in
communication with the atmosphere through the lower opening N8 of the
accelerating valve. In this case the comparatively fine opening N causes an
equalization of the pressure of the air or of the steam in the space N' and in the
pipe G to take place gradually.
When the valve N2 is open, the water of condensation can pass freely downwards
out of the cylinder compartments A1 and A2, the accelerating valve being arranged
at the lowest point of the branch pipe leading to the brake cylinder.
The valve illustrated may also be modified as indicated in Figs. 23-25. In
this valve the lower piston 02 is hollowed out and has lateral openings 03 and is
surrounded by a ring O* which serves to guide a valve 0 that shunts off the
lateral passages N' from the internal space N' of the valve.
The valve is limited in its stroke by a ring O', and the steam or the compressed
air is introduced into the inner space N of the casing N', solely through this valve
of which there may be more than one. The emptying of the
of condensation is effected only after the two pistons N' and O2 have completed
N of the water
space
their stroke, because it is only when this is the case that the opening 07 of the
passage O becomes free for the discharge of the water of condensation. The valve
illustrated in Figs. 23-25 thus acts as a single acting steam engine the return of
whose piston into the position shewn in Fig. 23 is effected partly by the smaller
pressure surface exposed to the steam pressure in space №7, and partly by the
weight of the piston itself. The openings O³ serve to connect the space N' with
the internal space of the piston 02 at the complete stroke of this piston.
The connection of the brake pipes between the several vehicles is effected by
means of the pipes illustrated in Figs. 15-22. The vehicle brake pipes E (see
Fig. 16) carry the pipe portions P which are capable of rotating about a vertical
axis, and which carry the parts Q which are capable of rotating about horizontal

page_text: axes,
said parts carrying the parts R which are also capable of rotating about
horizontal axes, and which are coupled together.
Fig. 17 shews the pipes P, Q, R, in an extended position and also shews that the
pipes Q are arranged double in order to obviate a one-sided load on the vehicle and
to facilitate the arrangement of the couplings. The pipe couplings which allow of
rotary movement of the pipe ends in relation to one another, are telescopic and are
furnished with a coupling piece which acts somewhat as a piston and is connected
at its one end with the pipe piece and is capable of movement in the cylinder-like
part of the other coupling piece. S is the piston-like part connected with one pipe
part S1 S2 is the cylinder which is connected by a screw joint S with the other
pipe part S. Packing rings S5 serve as packing. The attachment of the parts P to
the pipes is effected by means of a conical shoulder T which fits into the corre
spondingly conically bored pipe-end T2; the coupling and the pipe connections P,
Q, R, connected or suspended therefrom are connected by a screw T¹ with the
brake pipe of the vehicle.
The connection together of the two abutting tubular parts R is effected in the
manner illustrated in Figs. 18 and 19. The one end R₁ of the pipe is furnished
externally with a flange and internally with a conical flaring opening whilst the
other pipe has a tapering conical extremity R2. Around the flanged end R' is located
the sleeve R³ whose arms or projections R4 engage over the flange R³ of the
extremity R².
In order to secure the attachment, the flange R³ is formed with an inclined
surface after the manner of a screw at its end turned towards the corresponding
pipe part, and the arms R4 of the sleeve are provided with oblique claws. By
means of the weighted handle Re mounted on the projections R, the sleeve R³ is
rotated and thus the coupling is secured.
The employment of this metallic pipe connection allows of the use of steam for
braking and heating purposes, and high pressure steam can be employed without
injury to the pipe connection between any two vehicles taking place.
The brake herein before described has the advantage of being employed both as
an air brake and as a steam brake. Furthermore the brake accelerating valve
employed in this brake, ensures an absolutely good action in case of the brake pipe
becoming empty. The arrangement of the valve in the piston of the brake.
cylinder further facilitates employment of high pressure steam for effecting the
braking action, so that the employment of a pressure-reducing device is quite
unnecessary.
Dated this 18th day of June 1891.
R. DUNKEL,
By L. W., per F. B.
COMPLETE SPECIFICATION.
Improvements in Brake Apparatus for Railway Vehicles.
I, ROBERT DUNKEL of Hopfengasse 79, Danzig in the Kingdom of Prussia and
German Empire, Merchant and Manufacturer, 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 continuous brake apparatus for railway vehicles
capable of being operated with equal advantage by air or by steam and which is
arranged in such a manner that there is maintained in the steam brake pipe or
air brake pipe respectively a certain pressure of steam or air, as the case may be,"
that acts when the brakes are "off" against each side of the piston of the brake
cylinder, the piston being in or near the middle of the cylinder. Openings of
different sizes and controlled by means of valves are provided so that when the
excess pressure in the brake pipe is destroyed there is produced a movement of

page_text: the brake piston in the cylinder for the purpose of effecting the braking action.
Each railway vehicle provided with such a brake apparatus is furnished with a cock
or valve which regulates the connection of the brake pipe with the atmosphere for
the purpose of allowing the air or steam to escape. The brake pipe leading to the
foot plate of the locomotive is connected with a brake valve, hereinafter described,
which enables steam or compressed air as the case may be, to pass into the brake
pipe, or places the latter in communication with the atmosphere. Finally every
vehicle provided with the brake apparatus is furnished with a brake accelerating
valve which considerably accelerates the action of a difference in pressure for the
purpose of braking, and also for simultaneously separating the water of condensation
formed in the brake pipes when steam is employed as the braking agent.
In the drawings left with my Provisional Specification:-
Figs. 1 to 3 illustrate the arrangement of a continuous steam or compressed air
brake on a passenger vehicle,
Fig. 1 being a longitudinal section through the same,
Fig. 2 a plan of the underframing of the vehicle and brake apparatus and
Fig. 3 a section on the line I 1 of Fig. 2.
Fig. 4 is a vertical longitudinal section,
Fig. 5 a cross section on the line 11, II, of Fig. 4, and Fig. 6 is a horizontal
longitudinal section through the brake cylinder.
Fig. 7 is a side elevation of the device for moving the brake cock.
Figs. 8 and 9 are respectively an elevation and a longitudinal section of a discharge
valve and the eccentric tappets for operating the same.
Figs. 10 and 11 are two horizontal sections through the brake accelerating valve
according to Fig. 5.
Figs. 12, 13 and 14 illustrate the brake valve located on the foot plate of the
locomotive, and the connecting conduits of the same with the steam boiler or
compressed air reservoir on the one hand, and with the brake conduit and the
escape conduit on the other.
Fig. 15 is an elevation and
Fig. 16 is a plan illustrating the arrangement of the brake conduit connection
between two vehicles.
Fig. 17 is a plan illustrating to a larger scale the pipe connection shown in
Figs. 15 and 16 straightened out.
Figs. 18, & 19 illustrate the pipe connections of two abutting couplings.
Figs. 20, 21 and 22 shew, in longitudinal section, front elevation and cross
section respectively, the end connection of the pipes with the brake pipe of the
vehicle.
Figs. 23-25 illustrate a modification of the brake accelerating valve illustrated
in Figs. 5, 10 and 11,
Fig. 23 being a longitudinal section,
Fig. 24 a plan with a half of the cover removed, and
Fig. 25 a section on the line A B of Fig. 23.
Under each vehicle to be braked there is located a cylinder A connected with
the brake pipe and having a piston B whose rod B' by means of levers and chains
acts upon the brake blocks in such a manner that by drawing the piston rod into
the cylinder the brakes are tightened. This is effected as shown in Figs. 1-3 by
connecting the piston rod B¹ by means of a chain a with a lever boscillating about
the pivot c, said pivot being suspended at e by means of a rod d from the framing f
of the vehicle. g is a connecting rod attached to the lever b and leading to the
lever which is suspended from the framing of the vehicle so as to be capable of
oscillating at i, and carries the brake block pivoted to it at k.
The brake block located opposite to the brake block is tightened by means of
a rod m (through the medium of the link m') pivoted at c to the lever b. n and n¹
are guide rods for the brake blocks which engage with the levers and o' above
the centres of rotation k and of the said blocks. The brake block is connected
with the lever / by means of the double or jointed levers o o² and rod
P.

page_text: Any other suitable arrangement beside that just described may however be
employed to effect the same purpose the arrangement of the brake blocks and the
levers for operating them forming no part of this invention.
The brake cylinder A (Figs. 4-6) is divided into two compartments A' and A³
which are separated from one another by an inwardly projecting ring or collar A³
in such a manner that the piston B in its normal position bears against the
collar A³.
The two cylinder compartments A' and A2 are connected together by a pipe A.
This pipe communicates by a small opening A' with the compartment A', and by a
larger opening A with the compartment A2, and in it the valve C is arranged.
This valve is a check or non-return valve which allows of the passage of steam or
compressed air from the compartment A¹ into the compartment A2, but prevents
steam or air from passing back out of the compartment A2 to the compartment A'
(Figs. 5 and 6).
Furthermore the space A' of the cylinder is connected by a tubular connection D
with the brake pipe E in the following manner. A pipe D' branches off from the
connection D and opens at D2 into the compartment A2 and has included in it two
valves D3 and D₁. The mouth of the passage D' is as shown close to the collar A³
in the interior of the cylinder A, and each brake cylinder is usually arranged with
a downward inclination towards the rear cover A', in order that any water of.
condensation that may collect in the compartment A2, when steam is employed to
operate the brakes, may be readily discharged. The water of condensation from
the compartment A¹ flows to the tubular connection D.
The valve D³ is provided with a fine central perforation and is kept opened by a
spring D³ when there is an equal air or steam pressure in the two cylinder
compartments A1 and A2, and is pressed down upon its seat when the air or steam
pressure in the compartment A2 is greater than the air or steam pressure in the
compartment A'. The valve D shuts off the pipe D' from the cylinder com-
partment A2, when there is an excess of air or steam pressure in the pipe D over
the pressure in the compartment A2. The movement of the valve D is limited by.
a pin D. This valve D has for object to relieve the underside of the valve D³
of fluid pressure in order that the said valve may be kept opened by the spring D³,
and also in order to prevent the quick passage of the air or steam into the
chamber A2, so that on releasing the brake a movement of the piston up to the
collar A³ may not be prevented by the counterpressure in A².
In the "off" position of the brake, the piston is situated in the middle of the
cylinder resting against the collar A³, and the steam pipe or air pipe D, as also the
cylinder compartments A' and A2, are filled with steam or air at the same pressure.
In the "on "position of the brake, that is to say when the brake is operative, there
is a high pressure in the compartment A²; and the pipe E, as also the com-
partment A¹, is either wholly or partially emptied of air or steam whereby the
compressed air or the steam in the compartment A² will expand, and braking will
thus be effected by the excess pressure in A². In this case the non-return valve C
is forced by the air or steam pressure in the cylinder compartment A² against its
seat, so that the pipe A is closed towards A. Air or steam can however pass
through the perforation in the valve D³ to the pipe D' past the valve D, but since
the perforation in the valve D³ is of but small area, an equalization of the pressure
will only be effected gradually.
On again releasing the brake, the cylinder compartment A¹ first becomes filled
with compressed air or steam, the piston B is forced back, and thus the opening A'
of the pipe A becomes uncovered, whereupon the valve C rises and the com-
partment A2 again becomes filled with compressed air or steam. In order to effect
this, the opening A5 is arranged in the cylinder compartment A¹ in such a manner
that it is uncovered by the piston B only when the latter bears against the
collar A³.
The piston B carries a valve B2 which is pressed against its seat by a spring B³
and opens towards the cylinder compartment A¹. This valve serves as a safety

page_text: valve or regulating valve inasmuch as it opens in case the pressure in the cylinder
space A² should become too great, so that it allows compressed air or steam to flow
through the cylinder compartment A¹ into the pipe D. By this means the highest
allowable brake pressure is simultaneously regulated, whereby the employment of
air or steam of higher pressure in the brake pipe is not limited.
In order to operate the brake from the footplate of the locomotive, there is
included in the brake pipe E which leads to the footplate, a three-way cock F,
which is illustrated in Figs. 12, 13 and 14. The casing of this three-way cock
has three pipe connections or branches for the pipes E, G and H. G is the pipe
which supplied compressed air or steam to the brake pipe E. His the pipe, which,
when it is desired to put on the brakes, allows compressed air or steam to pass out
of the brake pipe, and preferably conveys it to the smoke stack of the locomotive.
Within the casing F¹ which is closed by the cover 2, is a rotary plug F³. This
plug is formed with two passages F4 and F5 which are arranged and operate
as follows:
In the position shewn in Fig. 12, the passage F4 connects the two pipes G and E,
so that compressed air or steam can pass from the pipe G to the brake pipe E,
whilst the passage F' is shut off. When however the handle F6, secured to the
plug F3 of the three-way cock, is rotated out of the position indicated by the line I
in Fig. 12 and into the position indicated by the line 11 in Fig. 12, the passage F
will be placed so that it forms a communication between the pipes E and H and
compressed air or steam can escape from E directly into H. The pipe G, which
will still be in communication with the passage F, will however be closed at this.
point because the passage F4 will then be closed by the casing F.
In order to throw the brake of each separate brake vehicle out of action, there
is inserted in the branch brake pipe D leading to the brake cylinder A, a cock or
a through-passage valve which can be operated from both sides of the vehicle. A
cock or valve I for this purpose is shewn in Fig. 5. In order to effect the opening
and closing of this valve from either side of the vehicle and in the same direction
of rotation, there is fixed on the valve spindle I, a toothed segment I' which
engages in a second toothed segment 12 upon whose axis I there is fixed the
handle 13. On the other side of the vehicle a corresponding handle is arranged.
directly upon the spindle 1 of the cock. By this means the plug can be rotated
from either side of the vehicle and in the same direction of rotation. If instead of
the plug valve I a through-passage valve be provided requiring one or more
rotations of the spindle to open or close it, toothed wheels are employed, in lieu of
the toothed segments, to rotate the valve spindle.
After the brake has been thrown out of operation, or when the vehicle is dis-
connected from the train, the brake cylinder A. must be relieved of any internal
pressure of air or steam over that of the external atmosphere. For this purpose,
on the front head of the compartment A2 there is provided a cock K (Figs. 4
and 44) worked by means of links K' and K' connected to the double lever K³ of
the cock plug. A valve L with raising device is illustrated in Figs. 8 and 9 which
may be employed instead of the cock K. The raising device comprises two cams
or cam-like segments L2 and L³ fixed on the axis L', the said segments being
connected to the pull rods L' and L' and each having an eccentric periphery
which bears against a guide L on the lower part of the valve L'. By pulling the
rods L and L, the valve L' can be raised and thus discharge of air or steam from
the compartment A² can take place. The brake accelerating valve N, which is
arranged as hereinafter described, serves for discharging the compartment A'.
It may be stated that for braking, besides the three-way cock F and the valves I,
there may be arranged brake cocks in the main pipe to be operated by the brakes-
men, or by persons within the vehicles, and by means of which the compressed air
or steam can be allowed to escape. In case of injury to the compressed air or
steam apparatus, braking will be effected automatically. The brake accelerating
valve N (Figs. 5, 10 and 11) is included in the branch pipe D between the brake
valve I and the cylinder A, and is constructed as follows:-It consists of a

page_text: piston N', carrying a lower piston valve N2, and also upper vanes N³ which limit
the stroke of the valve in the casing N. This casing N has two lateral passages N
which lead below the valve N'; also the casing N₁ is perforated at N° towards the
passages No, so that water can escape from the intermediate space between piston N¹
and valve N2 into one of the passages N. With this construction if compressed
air or steam at a certain pressure be contained in the brake pipe or in the pipe D,
the piston N will be pressed down by the air or steam and thus the valve N2 will
be closed. At the same time the compressed air or steam will pass through the
opening Ne into the internal space N7 of the casing and will press against the lower
surface of the piston N¹; but since the effective surface of the piston N¹ exposed to
the pressure in the space N7, is, on account of the valve N' located therein, smaller
than the effective surface of the upper side of the piston N¹ exposed to pressure,
the valve N2 will remain closed, that is to say the piston N¹ will remain in its down-
wardly pressed position. The piston N¹ and valve N2, when arranged as shewn,
also tend to assume this downward position by gravity. As soon however as the
pressure in the pipe D or E is removed or becomes less by reason of the opening
of a cock on such pipe, then the excess pressure in the space N7 will act to force
the piston N' upward. By this means the valve will be opened, and the space
above the piston N' or in the pipe D will be placed directly in communication with
the atmosphere through the lower opening N8 of the accelerating valve. When
this takes place the comparatively fine opening No only enables an equalization of
the pressure of the air or of the steam in the space N and in the pipe D to take
place gradually.
When the valve N2 is open, the water of condensation can pass freely downwards
out of the cylinder compartments A1 and A2, the accelerating valve being arranged
at the lowest point of the branch pipe leading to the brake cylinder.
The brake accelerating valve may be modified as indicated in Figs. 23 to 25.
In this case the lower piston 02 is hollow and has lateral openings 03 and is
surrounded by a ring O* which serves to guide a valve 05 that is adapted to shut
off the lateral passages N from the internal space N' of the valve.
The valve O is limited in its upward stroke by a ring 04, and the compressed
air or steam is introduced into the inner space N of the casing N only through
this valve of which there may be more than one. The emptying of the space N'
of the water of condensation is effected only after the two pistons N¹ and O' have
completed their upstroke, because it is only when this takes place that the
opening 07 of the passage 08 becomes free for the discharge of the water of
condensation.
The valve illustrated in Figs. 23 to 25 thus acts as a single acting steam
engine the return of whose piston into the position shewn in Fig. 23 is effected
partly by the smaller pressure surface exposed to the steam pressure in space N',
and partly by the weight of the piston itself. The openings 0³ serve to connect
the space N with the interior of the piston O' when this piston completes its
upstroke.
The connection of the brake pipes between the several vehicles is effected by
The vehicle brake pipes E
means of the pipes illustrated in Figs. 15 to 22.
(see Fig. 16) carry the pipes P which are capable of rotating about a vertical axis,
and which carry the pipes Q which are capable of rotating about horizontal axes.
The pipes Qcarry the pipes R which are also capable of rotating about horizontal
axes, and which are coupled together.
Fig. 17 shews the pipes P, Q, R, in an extended position, and also shews that
the pipes are arranged double in order to obviate a one-sided load on the vehicle
and to facilitate the arrangement of the couplings. The pipe couplings, which
allow of rotary movement of the pipe ends in relation to one another, are furnished
with a coupling piece which acts somewhat as a piston and is connected at its
one end with the pipe piece and is capable of movement in the cylinder-like part
of the other coupling piece. S is the piston-like part connected with one pipe
end S'; S' is the cylinder which is connected by a screw joint S with the other
B

page_text: pipe end S³. S are packing rings. The attachment of the pipes P to the brake
pipes is effected by making each pipe P with a conical end T which fits into the
correspondingly conically bored pipe-end T2; the coupling and the pipe con-
nections P, Q, R, connected or suspended therefrom are connected by a screw T
with the brake pipe of the vehicle.
The connection of the two abutting tubular parts R is effected in the manner
illustrated in Figs. 18 and 19. The end R of one of the pipes, is furnished
externally with a flange and internally with a conical flaring opening whilst the
other pipe has a tapering conical extremity R². Around the flanged end R¹ is
located the sleeve R³ whose arms or projections R* engage over the flange R' on
the extremity R³.
In order to secure the attachment, the flange R³ is formed with an inclined
surface after the manner of a screw, at its end turned towards the corresponding
pipe part, and the arms or projections R of the sleeve are provided with oblique
claws. By means of the weighted handle R6 mounted on the arms or projec-
tions R*, the sleeve R³ is rotated, and thus the coupling is secured.
The employment of this metallic pipe connection allows of the use of steam for
braking and heating purposes, and high pressure steam can be employed without
injury to the pipe connection between any two vehicles.
Brake apparatus constructed as hereinbefore described has the advantage that
it can be employed either as an air brake, or as a steam brake at will. Further-
more the brake accelerating valve employed in this brake apparatus, ensures a
quick action of the brakes when the pressure in the brake pipe is reduced either
purposely or accidentally. The arrangement of the valve in the piston of the brake
cylinder also facilitates the employment of high pressure steam for effecting the
braking action, and renders the employment of a pressure-reducing device quite
unnecessary.
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. A continuous brake apparatus for railway vehicles adapted to be operated by
compressed air or steam, in which the brake cylinder is provided in the middle
with a collar A3 and is divided into two compartments A¹ and A² that are adapted
to be placed in communication by a pipe A with check valve C, and also by a
branch pipe D in connection with the brake pipe E and a branch pipe D' with
check valve D and hollow valve D³, the arrangement being such that in the "off"
position of the brakes when there is pressure of air or steam in the pipe D, the
piston B will rest against the collar A³, the opening A' of the pipe A* connecting
with the cylinder space A will be open, the valve D will be closed, and the hollow
valve D³ will be opened by spring D³, and when a reduction of pressure takes place
in the branch pipe D the pressure of the expanding air or steam enclosed in the
compartment A² will force the piston B into the braking position and close the
passage A, the valves D³ and C will close and the opening in the valve D³ will
gradually effect an equalization of pressure on the opposite sides of the piston,
substantially as hereinbefore described.
2. In brake apparatus of the kind referred to in the preceding claim, the
arrangement in the piston B of a valve B³ opening towards the cylinder chamber A¹
and acted on by a spring, for the purpose of regulating the pressure and acting as a
safety valve when the compressed air or steam rises above a predetermined pressure
substantially as hereinbefore described.
3. In brake apparatus of the kind referred to in Claim 1, the arrangement at the
lowest point of the branch pipe, of a brake accelerating valve having the piston
valves N¹ and N of different sizes placed within the interior of the casing N, and
the lateral passages N° which serve to connect the space above the piston N¹, by
means of the fine openings No, with the internal space N' between the two piston
valves N¹ and N2, so that when there is an excess of pressure in the brake branch

page_text: pipe, the piston N¹ will be pressed down by the pressure of the compressed air or
steam and the piston valve N2 will be closed, and when there is a smaller pressure
in the brake pipe, the air or steam contained in the said space will at once expand,
the piston N will be raised, and the valve N2 will be opened so as to completely
reduce the pressure in the branch pipe, substantially as herein described.
4. A brake accelerating valve of the kind referred to in the preceding Claim 3,
but modified in such a manner that instead of the fine openings No, a valve O³ is
provided for controlling the passage from the passages N to the internal space N7
of the casing, and the piston valve O2 is hollowed out and is provided with lateral
perforations O³, so that on the completion of the stroke of the piston valve O² there
will be a passage through the same for the escape of the compressed air or steam
contained in the space N7, and simultaneously after completion of the stroke of the
piston valve O2 the discharge of the water of condensation is rendered possible
substantially as herein described.
5. In brake apparatus of the kind referred to in Claim 1, the arrangement on or
near the foot plate of the locomotive, of a three-way cock F connected with the
compressed air cylinder, or with the steam boiler, and with the brake pipe E and
escape pipe H, the rotary plug of the cock effecting, by means of the passages F
and F, the communication of the brake pipe either with the supply pipe G, or
with the escape pipe H substantially as herein described.
6. In brake apparatus of the kind referred to in Claim 1, connecting together
the brake pipes of the several vehicles by means of metallic couplings comprising
the union pieces of pipes P P the pipes QQ, and the pipes RR, the said pipe
couplings being movable in one another to allow of rotation of the pipes about their
axis, substantially as herein described.
7. In a brake pipe coupling of the kind referred to in the preceding claim, the
arrangement of the conically hollowed out flanged end R' on the end of one of the
pipes, into which the conical extremity R2 of the other pipe fits, and the sleeve R³
capable of being rotated by a handle and provided with claw shaped arms or
projections R adapted to engage with the screw shaped flange R' for coupling
together the two ends of the pipes substantially as herein described.
Dated this 10th day of October 1891.
ROBERT DUNKEL,
By L. W., per F. B.