Improvements in and relating to Railway Brake Apparatus.
Year: 1893

page_text: Date of Application, 2nd Feb., 1893
Complete Specification Left. 2nd Nov.. 1893-Accented. 9th Cec.. 1898
PROVISIONAL SPECIFICATION.
Improvements in and relating to Railway Brake Apparatus.
I, MARTIN LÉONARD EDMOND Duval, of 95 Boulevard Beaumarchais, Paris,
in the Republic of France, do hereby declaro the nature of this invention to be as
follows:-
My invention relates to railway brako apparatus.
In the Specification of Letters Patent No. 1862 dated the 30th January 1892,
two arrangements have been described for modifying the section of the air passage
from one chamber to another of a regulator with variable obturation.
In one of these arrangements the partial obturation of the orifice is obtained by
means of a central rod provided with a trapezoidal groovo situated opposite a fixed
slide and connected to a diaphragm or piston, the two chambers of the obturator
being in this caso in communication with each other by the conduits provided in
the rod.
In the second arrangement the partial obturation is produced by the aid of a
cylindrical rod of very small diameter likewise provided with a trapezoidal groove
and fitted to move with little friction in a drilled orifice serving as a guide, the
communication between the two chambers of the apparatus taking place in this
instance through an outer tube or lateral inner conduits.
My said invention comprises a device which, like those above mentioned, realizos
the simultaneity of action when applying and taking off the brake, but which is
more easily carried into effect; and the application of a regulator to a brake
distributor operated by compressed air on the well-known Wenger or other similar
Bystems.
I will proceed to describe my improved arrangement by way of example as
applied to the Wenger brake.
It differs essentially from the before-mentioned two arrangements only in the
replacement of the trapezoidal groove by a series of holes the diameters of which
diminish from the middle of the row to the extremities. In the normal position
corresponding to the equilibrium of pressure between the upper and lower chamber
of the regulator, which takes place during the motion of the train, the communication
of one chamber with the other is established by the total section of the holes, whilst
the downward or the upward movement of the central rod caused during tho
application of the brake has the effect of reducing the section of the passage by
obturating a greater or smaller portion of the holes according to the movement
which takes place. In this manner I obtain the same results as with the trapozoidal
grooves.
All the holes may have the same diameter, but it is expedient to diminish them
towards the extremities to obtain greater variations in the section without too
much increasing the number of holes and consequently the movement of the slide.
I may use a diaphragm which is straight in the normal position of the slide
corresponding to the middle of the movement. It is comprised between two small
discs which maintain it and upon which it can rest when, in consequence of a very
sudden reduction of pressure in the general conduit, it has to bear for a certain
time the whole pressure of air acting upon the upper chamber of the regulator.
At its central part the diaphragm is pressed between the two discs so as to form
a tight joint, while a certain amount of play is left towards the edges between the
discs and, the diaphragm for facilitating the movement of the diaphragm during its
normal operation.
The regulator which I apply to a distributor of a compressed air brake on the
Wenger or other similar system, with a special type of cook, differs from that

page_text: above described only in its details of construction. As the regulator forms an
integral part of the distributor, the connecting pipe between these two apparatus is
dispensed with; the piston with the leather garniture of the Wenger regulator is
replaced by a diaphragm of india-rubber or any other suitable material, which
does not cause any friction and consequently enables greater regularity and
sensitiveness to be obtained in the operation of the distributor. Moreover the
diaphragm does not require any lubrication, which is a great simplification as
regards the maintenance.
The said cock has a threefold function:
(1) It permits a brake cylinder to be isolated from the general conduit by
putting the plug of the cock in such a position that its full part oloses all
communication on the side of this conduit.
(2) Whon placed in another position it establishes communication between the
lower chamber of the regulator and the general air conduit, and in this case the
regulator oporates as set forth in the "Specification of the aforesaid Letters
Patent.
•
(3) It permits, when the plug is placed in a third position, the two chambers of
the regulator to be simultaneously put in communication with the general conduit.
This third arrangement is used only when the trains to which the brake is to be
applied are not composed of a large number of vehicles as for example passenger
trains; it enables the brake to be applied to them very rapidly, for, as the air
contained in the chambers of the regulator and distributor can flow out through
two orifices in lieu of one, the distributing slide of the brake cylinder is more
promptly opened to allow the admission of air into the cylinder.
Great rapidity in the application of the brake can without inconvenience be
obtained in the case of trains composed of a small number of vehicles and having
conduite of short lengths, for the reductions of pressure in the general conduit take
place very nearly at the same time in front and at the rear of the train, which is
not the case with conduits of great length.
By this particular arrangement of the said cock I can thus obtain as rapid a
braking action as may be desired for short trains moving at a great velocity and
moderate it for long trains so as to cause a simultaneous action in the brakes of all
the vehicles.
The extreme positions of the plug of the said cock are regulated by means of
stops formed on the casing of the cock, while the intermediate position is determined
in a stable manner by means of a spring pin eytering a notch formed in the body of
the cock.
Dated this 2nd day of February 1893.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in and relating to Railway Brake Apparatus.
I, MARTIN LEONARD EDMOND DOVAL, of 95 Boulevard Beaumarchais, Paris,
in the Republic of France, do hereby declare the nature of this invention, and in
what manner the same is to be performed, to be particularly described and
ascertained, in and by the following statement :-
My invention relates to railway brako apparatus.
In the Specification of Letters Patent No. 1862 dated the 30th January 1892,
two arrangements have been described for modifying the section of the air passage
from one chamber to another of a regulator with variable obturation.
In one of these arrangements the partial obturation of the orifice is obtained by
means of a central rod provided with a trapezoidal groove situated opposite a fixed
slide and connected to a diaphragm or piston, the two chambers of the obturator

page_text: being in this case in communication with each other by the conduits provided in
the rod.
In the second arrangement the partial obturation is produced by the aid of a
cylindrical rod of very small diameter, likowise provided with a trapezoidal groove
and fitted to move with a small amount of friction in a drilled orifice serving as a
guide, the communication between the two chambers of the apparatus taking place
in this instance through an outer tube or lateral inner conduits.
My said invention comprises a device which, like those above mentioned, realizes
the simultaneity of action when applying and taking off the brake, but which is
more easily carried into effect; and the invention also comprises the application of
a regulator to a brake distributor operated by compressed air on the well-known
Wonger or other similar system.
In the accompanying drawings I have represented by way of example the
improved arrangement as applied to the Wenger brake.
Figure 1 represents a section of the improved arrangement of the regulator with
partial obturation.
Figure 2 shows a vertical section of the improved arrangement of the slide and
part of the central rod and a face viow of the said slide.
Figure 3 is a section on the line A B of Figure 2.
Figure 4 is a section of a brake distributor on the Wenger system provided with
my improved regulator.
Figure 5 is a transverse section of the same on the line K L of Figure 4.
Figure 6 is a transverse section of the said distributor taken on the line E F of
Figure 4.
Figure 7 is a partial vertical section on the line U V of Figures 6 and 10 showing
the insulating cock of the distributor and regulator.
Figure 8 is a vertical section of the same on the lino X Y of Figures 7 and 10.
Figure 9 is a section on the line H I of Figure 7.
Figure 10 is an horizontal section of the said cock and
Figures 11 and 12 show the general arrangement of a brake cylinder and of
the general conduit.
My improved device which is represented in Figures 1, 2, 3, 4, 5 and 6 differs
essentially from the before-mentioned two arrangements only in the replacement of
the trapezoidal groove by a series of holes a b c d e Figure 2, the diameters of
which diminish from the middle of the row to the extremities. In the normal
position corresponding to the equilibrium of pressure between the upper and
lower chamber CD of the regulator which takes place during the motion of the
train, the communication of one chamber with the other is established by the total
section of the holes, whilst the downward or the upward movement of the central
rod caused during the application of the brake has the effect of reducing the
section of the passage by obturating a greater or smaller portion of the holes
according to the movement which takes place. In this manner I obtain the same
results as with the trapezoidal grooves.
All the holes may have the same diameter, but it is expedient to diminish them
towards the extremities as shown in Figure 2 to obtain greater variations in the
section without greatly increasing the number of holes and consequently the move-.
ment of the slide.
Figure 1 represents a particular arrangement of diaphragm R. This diaphragm
is straight in the normal position of the slide corresponding to the middle of the
movement. It is held between two small discs S T which support it and upon
which it can rest when, in consequence of a very sudden reduction of pressure in
the general conduit P, it has to bear for a certain time the whole pressure of air
acting upon the upper chamber C of the regulator.
At its central part the diaphragm is clamped between the two discs S and T so
as to form a tight joint, a certain amount of play being left towards the edges
between the discs and the diaphragm for facilitating the movement of the diaphragın
during its normal operation.

page_text: Figures 4, 5, 6, 7, 8, 9, 10, 11 and 12 illustrate the application of the regulator to a
distributor of a compressed air brake on the Wenger or other similar system, with
an improved type of cock which will be hereinafter described. In this application
my delivery regulator differs from that above described only in its details of con-
struction. As the regulator forms an integral part of the distributor, the connec
ting pipe between these two apparatus is dispensed with; the piston with the leather
garniture of the Wenger regulator is in the device shown in Figure 4 replaced by
a diaphragm of indiarubber or any other suitable material, which does not cause
any friction and consequently enables greater regularity and sensitiveness to be
obtained in the operation of the distributor. Moreover the diaphragm does not
require any lubrication, which is a great simplification as regards the maintenance.
The said cock shown in Figures 7 to 10 has a threefold function:
(1) It perinits a brake cylinder to be isolated from the general conduit by putting
the plug of the cock in the position No. 2, so that the full part of the plug closes
all communication on the side of this conduit.
(2) When placed in the position No. 3. it establishes communication between the
lower chamber D of the regulator and the general air conduit, and in this case the
regulator operates as set forth in the Specification of the aforesaid Patent.
(3) It permits, when the plug is placed in a third position No. 1 the two
chambers C and D of the regulator to be simultaneously put in communication with
the general conduit. This third arrangement is used only when the trains to which
the brake is to be applied are not composed of a large number of vehicles as for
example passenger trains; it enables the brakes to be applied to them very rapidly,
for as the air contained in the chambers of the regulator and distributor can flow
out through two orifices in lieu of one, the distributing slide of the brake cylinder
is more promptly opened to allow the admission of air into the cylinder.
Great rapidity in the application of the brake can without inconvenience be
obtained in the case of trains composed of a small number of vehicles and
having conduits of short length, for the reductions of pressure in the general conduit
take place vory nearly at the same time in front and at the rear of the train, which
is not the case with conduits of great length.
By this particular arrangement of the said cock I can thus obtain as rapid a
braking action as may be desired for short trains moving at a great velocity and
moderate it for long trains so as to cause a simultaneous action in the brakes of all
the vehicles.
The extreme positions of the plug of the said cock are regulated by means of
stops formed on the casing of the cock, while the intermediate position is determined
in a stable manner by means of a spring pin Z (Figure 7) entering a notch formed
in the body of the cock.
Figures 11 and 12 show the general arrangement of a brake cylinder with a
distributor provided with the improved delivery regulator with variable obturation
and connected with the general air conduit.
Having now particularly described and ascertained the nature of my said invention,
and in what manner the same is to be performed, I declare that what I claim is:-
:-
First. The improved arrangement of regulator slide with outlet of air through a
series of holes of different diameters or of the same diameter.
Second. The arrangement of the diaphragm hold between two discs serving as a
support in case of an abrupt depression in the general air pipe.
Third. The improved arrangements of the isolating cock substantially as above
described.
Fourth. The general arrangements of the regulator applied to a distributor with
a slide on the Wenger system, or to other distributors of a similar type.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.