IMPROVEMENTS IN PNEUMATIC APPARATUS FOR WORKING BRAKES AND COMMUNICATING SIGNALS IN RAILWAY TRAINS
Year: 1872

page_text: LETTERS PATENT to George Westinghouse, junior, of Pittsburg
Pennsylvania, United States of America, but at present of No. 20,
Southampton Buildings, Chancery Lane, in the County of Middle-
sex, for the Invention of "IMPROVEMENTS IN PNEUMATIC APPARATUS FOR
WORKING BRAKES AND COMMUNICATING SIGNALS IN RAILWAY TRAINS."
Sealed the 19th April 1872, and dated the 24th February 1872.
PROVISIONAL SPECIFICATION left by the said George Westinghouse
at the Office of the Commissioners of Patents, with his Petition,
on the 24th February 1872.
I, GEORGE WESTINGHOUSE, junior, of Pittsburg, Pennsylvania,
United States of America, but at present of No. 20, Southampton
Buildings, Chancery Lane, in the County of Middlesex, do hereby
declare the nature of the said Invention for "IMPROVEMENTS IN PNEUMATIC
APPARATUS FOR WORKING BRAKES AND COMMUNICATING SIGNALS IN RAILWAY
TRAINS," to be as follows: —
In the Specifications of Patents obtained by me bearing date the 15th
September 1871, No. 2436, and the 10th October 1871, No. 2684, also in
the Specification of a Patent obtained by Charles Denton Abel (being a
A

page_text: communication from me) bearing date the 11th August 1870, No. 2235,
were described several methods whereby compressed air could be applied
to the working of brakes on a railway train, either at will or in case
of certain accidents happening to the train, and also certain means
whereby such compressed air could be employed to produce audible
signals when the brakes should be or were applied.
Now my present Invention has for its object a more compact and
perfect construction of apparatus for these purposes, and includes
improvements in the construction and arrangement of the couplings,
pipes, passages, valves, and reservoirs of the pneumatic apparatus in
the mechanism by which the running of a brake carriage off the line
or its separation from the train is made to act automatically upon the
brakes, and in appliances to the pneumatic apparatus whereby signals
can be conveyed from one part of a train to another, and in the con-
struction and working of the valve gear of the air pumping engine.
I will first describe the novel construction and arrangement of the
pneumatic apparatus for working the brakes, and in order that the
description may be more clearly understood I will refer to the Figures
on Sheets I., II., & III. of the Drawings hereunto annexed, and to the
figures and letters marked thereon.
The construction and arrangements of parts represented in those
Figures are applicable to trains in which the following conditions are
fulfilled: The locomotive engine, or ana uxilliary engine on the loco-
motive, works an air compressing pump, and charges a reservoir on the
locomotive with compressed air; pipes from the reservoir extend along
the train, being coupled together between the carriages by couplings
fitted with automatic valves which close when the coupling is dis-
connected, such as were described in the before-mentioned Specification
to C. D. Abel's Patent of 1870.
Part of the present Invention relates to improvements in the con-
struction of these couplings. Instead of constructing the valves in
such couplings in the manner described in the Specification above
referred to, I provide the faces of the valves with caoutchouc discs, which
seat against annular V projections formed in the valve chambers of the
couplings, whereby a more perfect air-tight closing of the valves is insured,
and as it is found desirable to braze in the nozzles of the coupling after
the valves are inserted, whereby the valves are subjected to a heat that

page_text: would injure the caoutchouc, I form the winged stems of the valves
that pass into the barrel of the coupling separate from the valves, so that
the caoutchouc can be inserted in the valves through the open ends of
the barrels, whereupon the winged stems are screwed into the faces of
the valves. In such of the carriages as are provided with brakes these
brakes are put on by the action of the compressed air on a piston
working in a cylinder. These conditions having already been fulfilled
and certain apparatus applicable to them having already formed the
subjects of Patents, the part of my present Invention which I am now
about to describe is to be considered as applying only to a mode of
constructing and arranging the pipes, passages, valves, and reservoirs
by means of which the air pressure is caused to act upon the piston
of the brake cylinder.
In carrying this into effect I provide each of the carriages that has
a pneumatic brake with an auxilliary reservoir for compressed air
supplied from the main reservoir on the locomotive. I also provide a
double set of connecting pipes extending along the train so as to effect a
duplicate communication between the main reservoir of compressed air
and the several auxilliary reservoirs and brake cylinders throughout the
train. And the peculiarity of the construction and arrangement of the
connections which I am about to describe is that the following results
are obtained by their means:-In case of rupture of the main reservoir
or of any of the communicating pipes the auxilliary reservoirs are
brought into action so as to apply the brakes. In case of rupture of one
of the communicating pipes the other performs the necessary functions.
One of the communicating pipes may be employed as a continuous
reservoir of compressed air while the brakes are off, and the brakes
may be put on by bringing this pipe into communication with the
brake cylinder through the agency of compressed air admitted from
the main reservoir into the other pipe, or by discharging air from the
reservoir pipe the auxilliary reservoirs may be brought into com-
munication with the brake cylinders and the brakes may be thus put
These results are brought about either at the will of the engineer
or guard who can work suitable air cocks, or automatically in case of a
train becoming separated by the fracture of some of its couplings, or
of a brake carriage running off the line.
on.
Figure 1, Sheet I., represents a plan of part of the pneumatic

page_text: same.
A is the brake cylinder, and A' is an auxilliary reservoir for
compressed air, which I prefer to make larger in capacity than the
brake cylinder A. B and B are the two pipes which extend along the
train from the main reservoir, and which in each brake carriage are
connected by branches B2, B³, to a valve box D, which valve box is
connected by pipes C and q¹ to the brake cylinder A and auxilliary
reservoir A¹ respectively.
compressed air, which I prefer to make larger in capacity than the
brake cylinder A. B and B are the two pipes which extend along the
train from the main reservoir, and which in each brake carriage are
connected by branches B², B³, to a valve box D, which valve box is
connected by pipes C and q¹ to the brake cylinder A and auxilliary
reservoir A¹ respectively.
Fig. 3, Sheet II., represents a sectional plan of the valve box D.
Fig. 4, Sheet III., represents a vertical section through part of the
valve box on the bent line marked 2, 2, in Fig. 3.
Figure 5, Sheet III., represents part of a vertical section on the bent
line marked z¹, z¹.
,
';
Fig. 6, Sheet III., represents part of a vertical section on the bent
line, z; Fig. 7, Sheet III., represents part of a vertical section on the
line 3, 23; and Fig. 8, Sheet I., represents part of a vertical section on
the line, From the Figures 3 to 8, inclusive, it will be seen that the
body of the valve box D contains several valves and passages, and has
covers D¹, D³, in which passages are formed, the covers being tightly
secured to the body by bolts and nuts with a sheet of metal D³ and two
sheets of caoutchouc, or other suitable packing, interposed in each joint
so as to make it air-tight and also to act as seats for the valves.
The construction and functions of the several valves, passages, and
ducts are as follows:-From the pipes B, B¹, branch pipes B³ extend to
and open into the valve chambers a, a¹, in the bottoms of which are the
valve seats c, c¹. An open port or passage a² unites these chambers
with each other. In each chamber is a valve 6 or 6', which two valves
are counterparts of each other, and both which are fixed on a common
stem 63, and each of which is suitably made to seat on its seat c or c¹.
The inside ends of the chambers a, a¹, are slightly enlarged, as shown,
so that when the largest part or disc i of the valve comes in such
enlarged part of the chamber the air will be free to pass around and
under the valve, or at least such part of it as is outside the seat c or c¹,
and when occupying that position each valve is properly guided by
means of guides 63, which extend outwardly from the peripheries of the
valves, and are turned down to the diameter of the unenlarged part
of the valve chamber, though other suitable guiding devices may be
employed.

page_text: A
In Fig. 9 I have shown an inside end view of one of these valves.
series of air ports c³ are made in it, which ports are closed at their outer
ends by a flexible disc c³, which is merely the ordinary form of flap
valve, though any device constituting mechanically a check valve may
be substituted therefor. Hence the air will by an inside pressure be
caused to pass out through the air ports c*, but can pass in by an outside
pressure only around the peripheries of the valves. I prefer to make
the distance from end to end of these valves (exclusive of the guides) a
little less than the distance from outside end to outside end of the
enlarged parts of the valve chambers a, a¹, and the distance between the
seats c, c¹, a little less than the distance between the inside faces of
the valves. It will then be obvious that air may be admitted to the
valve case by either valve separately, or if the pressure is about the
same at each end by both valves at once, the action of the valves in
fact being regulated solely by the pressure of air thereon. From the
valve chambers a, a¹, outside the valves b, b', air ports a³, a', lead along
the side edges of the valve case D to the opposite ends of a valve
chamber as in the opposite end of the valve case.
These ports pass in
at the sides and out at the ends of the nuts D, D³, the inner ends of
which nuts suitably packed constitute seats for the valves d, d', which
are fixedly attached to a common stem d³, and which are guided to and
from their seats by ribs or wings on their peripheries as shown, and also
by a star shaped guide d³ on the stem a, intermediate between the
valves. Other known forms of guiding devices may be substituted.
These valves have a little play to or from their seats, and either one may
be open while the other is closed, or both be open at the same time.
Their operation is also effected by the pressure of the air introduced
from opposite directions and also by the egress of the air.
.
In the body part D of the valve case I make a series of vertical valve
chambers, preferably (with one exception) of uniform size, and in each
of these chambers I arrange a valve device, shown in perspective in
Fig. 10. This device is really a double-ended valve, what I will call
the lower valve or disc e¹, being smaller than the upper or disc e.
Both are fastened to a common stem e². Through the upper valve e the
air passes only downward by air ports e³, the plate e held up by a spiral
or other suitable spring es preventing its return; but the air may pass
the lower valve e¹ either way; this valve being smaller than its chamber
and being guided by ribs or wings e or other equivalent guides.

page_text: Four of the valve chambers last above referred to are of proper form
for the reception of one of these valve devices, as illustrated in Figs. 3
to 7, and each of such valve devices as I use them in the valve case D,
I shall designate by a single letter. In the first chamber, Figure 3, I
insert one marked E with the larger valve up. In the next chamber
to the right I insert one marked H, but inverted or with the smaller
In the
valve up, also one in the left-hand middle chamber marked K.
lower right-hand chamber I insert a double-ended valve marked G, the
lower valve in this case being the counterpart of the upper, as more
fully shewn in Figure 5. Each valve face is provided with a raised
V shaped or other suitable form of seat, such as when seated on the
packing D' will give an air-tight joint.
The ports connecting the valve chambers are as follows:-A hori-
zontal port extends from the chamber a through the body D to the
chamber of the double valve E, entering the chamber between the upper
and lower valves (Fig. 4). From the bottom of this chamber a port g
extends through the bottom plate D³, and opens into the bottom of the
chamber occupied by the double (inverted) valve H (Figs. 4 & 5).
From the top of this chamber a port h extends through the upper cap D¹,
and downwardly and horizontally through the body D, and opens into
the port or passage a³ (Figs. 3 & 4). From the side of the chamber H
last mentioned a central port k passes out and up till it enters the cap D',
and thence passes along to the top of the chamber occupied by the double
valve G. From the side of this chamber a central port m passes out and
up into the cap D¹, and enters the top of the chamber occupied by
the double valve F. From the bottom of this chamber an escape port n
leads to the open air, and from the side of the same chamber a centre
port n' leads out and down to the outside of the valve case, at which
point it opens into the pipe C, which leads thence to the brake cylinder.
From the top of the chamber which contains the double valve E, a port p
extends through the cap D¹ to the top of a chamber occupied by the
double valve K. (Figs. 3 & 8), and from the side of this latter chamber
a centre port q leads outward and upward through the cap D¹, at which
point it connects with the pipe q¹ leading to the auxilliary reservoir A¹,
Figures 1, 2, & 8. Also from the bottom of the chamber last mentioned
a port w leads through the lower plate D to the bottom of the chamber
occupied by the double valve G, Fig. 5.
A
T TT
11

page_text: preferably of the construction illustrated in Fig. 10, fitted so as to work
freely in their respective chambers; H is inverted, and the opposite
valves of G are counterparts of each other.
I will now describe the operation of these devices:-And, 1st, to
operate the brakes with the pipe B' alone, only the main reservoir on
the locomotive being charged with compressed air. The engineer turns
the cock and allows the air to pass through the pipe B¹. The pressure
will seat the valves and d. The air will then pass along the port f,
seat the valve E upward, which closes connection with the chamber
occupied by the valve K. The air then passes around the lower valve
of E through port 9 into the bottom of the chamber occupied by the
double valve H and seats it upwards, so as to close the port / which
leads to the passage a²; the air passes upward through the lower valve
of H along the port k to the top of the chamber occupied by the double
valve G, seating it downwards and closing its bottom port. Thence it
passes around the upper valve of G, out at and along the port m to the
top of the chamber occupied by the double valve F, seating it downward
and closing the escape port; thence through the upper valve of F, out by
the port n' and pipe C, and into the brake cylinder, where it does its work.
To let off the brakes the engineer turns his cock so as to allow the
air in the pipe B¹ to escape. The double valve E being thereby relieved
from pressure falls by its own weight. This brings the double valve H
down on to its lower seat, and opens the port h from the top of its
chamber to the port a². Through this port the air in the line of com-
munication from the chamber of F to the chamber of H is allowed to
escape. The air in the brake cylinder A then passes back through the
pipe C and port n³, and enters the chamber of F between the upper and
lower valves. The upper valve being the larger, of course the valve is
lifted from its lower seat and the air escapes at the port n, and the
brakes are off. The air in the line of valves and ports, instead of
escaping into the port a³ as above indicated, may in cases pass out
into the chamber as by the same port as that by which it entered.
2nd. To operate the brakes by air admitted into the other line of
pipe B the operation is the same, except that the valves 6 and a will be
seated instead of the valves 6' and d. The operation in releasing is also
the same. It is obvious that air can be admitted through both pipes
B, B', at once, instead of only one, with like results as those already

page_text: described. The position of the valves b', b, d, d³, is then uncertain.
Two of them must be opened and all of them may be, and some air may
perhaps enter from the port a³ through the ports h.
3rd. For supplying the auxilliary reservoir without having to apply
the brakes only one of the air pipes can be used, and the valve E is kept
down to its lower seat by a spring that can be overcome by such
moderate pressure as will not work the brake piston. By admitting air
gradually through the port f it will pass the upper part of the valve E
into the reservoir without raising the valve E from its lower seat. In
place of the spring the valve E may be made of sufficient weight to
answer the above purpose. When the auxilliary reservoir is charged
from both air pipes the brake is necessarily applied at the same time, as
described above, and in that case, when the pressure in all the reservoirs
becomes equal to that in the main reservoir all the valves being under
equilibrium of pressure are seated by their weight on their lower seats.
To take off the brakes in this case the cock is turned so as to let air
escape from either of the pipes B or B¹. Assuming that it is permitted
to escape from the pipe B, then the valves 6' and d will be seated, as
shewn in Fig. 3, Sheet II., by the pressure in the pipe B¹. The valve
H being on its lower seat, the air in the valve chambers and ports inter-
mediate between H and F will escape at the ports h and a², and through
the passages in the valve 6 into the pipe B.
Then the back pressure
from the brake cylinder will raise the double valve F, and escape at the
port n. Assuming that air is permitted to escape from the other pipe B¹,
the valves 6 and d¹ are seated, and a similar result is obtained. It will
now be observed that the air having been allowed to escape from only
one of the brake pipes B or B¹, the other pipe continues full of com-
pressed air, such pipe then constitutes a reservoir of compressed air,
continuous from end to end of the train. If this pipe be the pipe B the
valves 6 and ₫ will be seated, so as to close communication with the
other pipe B', but if the pipe B¹ be used as the reservoir pipe the valves
b' and d will be seated with like effect.
In either case the port f will
be open to the air pressure from such reservoir pipe, and the valve E
being seated down as already indicated, keeps an open communication
with the port p and the top of the chamber occupied by the double
valve K; the valve last named will be kept to its lower seat, and con-
sequently the air with which the auxilliary reservoir is charged cannot
escape. The brakes may then be operated at pleasure by keeping the

page_text: reservoir pipe always charged, and admitting air into and discharging it
from the other pipe, the air for this purpose being taken from the main
reservoir. To explain this, however, it will be necessary to recur to the
construction of the valves b, 61, and their chambers and seats. Sup-
posing B¹ to be the reservoir pipe, these valves will be seated as shewn
in Fig. 3, the disc i occupying the unenlarged part of its chamber a, and
the disc the enlarged part of its chamber a¹. The air will flow in
around and under the valve b¹, so that the effective pressure exerted on
this valve will be measured by the area of its lower face inside its seat,
or by the area of its seat opening c¹. The air being admitted from the
main reservoir into the operating pipe B will act with an effective
pressure on the full area of the disc i of the other valve, which disc will
then become mechanically a piston to operate the other valve. Con-
sequently a comparatively small pressure acting on the valve 6 will
suffice to unseat the valve b¹, and then the air will rush in from the
reservoir pipe B¹ into the port a² between the valves. This movement
of the valves will continue until both discs occupy the enlarged part
each of its own chamber, and then the air will flow in from both pipes.
From the port a the air so admitted follows the port h (Fig. 4) to the
top of the chamber occupied by the valve H, and thence going through
.the ports in the upper disc, passes by the central port k (Fig. 5), and
ports and chambers already indicated, to the brake cylinder. In this
way I secure a store of compressed air from end to end of the train,
which I am enabled to apply by the means indicated to the operation of
the brakes, without having to wait to transmit the entire effective force
back from the main reservoir.
4th. To apply the brakes in case either or both the pipes B, B¹,
become broken by accident, it is for this purpose that the auxilliary
reservoir A is chiefly provided. Suppose that B is the operating pipe
and B' the reservoir pipe, the former containing air at only ordinary
pressure, and the latter being charged with compressed air. The
valves 6¹ and d will then be seated. If the pipe B is broken by
accident while the train is running, the engineer turns the cock so as to
allow the air to escape from B'. The pressure on the top of the double
valve K is then removed, and the back pressure of air in the auxilliary
reservoir acting back through the port q raises the double valve K. (its
upper disc being the larger) against its upper and off its lower seat. The
air then passes around the lower disc of this valve (through the port w,

page_text: Fig. 8) to the bottom of the chamber occupied by the double valve G,
(Fig. 5) raises it to its upper seat, closing its upper port k, passes out at
the central port m, and on to the brake cylinder A. by the path already
described, and applies the brakes. Consequently the engineer has the
same power to stop his train when his operating pipe becomes broken as
before. And if his reservoir pipe B¹ becomes broken by accident, the
escape of air therefrom brings the valve K into operation as before, and
the brakes are applied without the intervention of the engineer. And
it is in this case immaterial which pipe is used as an operating and
which as a reservoir pipe.
]
The operation described under this 1st head is designed simply for
safety in order that in case of an accident to the brake pipes or either of
them, the train may be stopped and damages repaired. To let off the
brakes in this case a cock on the auxilliary reservoir will have to be
opened, and the air will then escape from the brake cylinder as already 1
set forth. If repairs cannot be made at once this cock can be left open
and the brakes be operated by the unbroken line of pipe, as indicated
under the first and second heads.
It is obvious that the auxilliary reservoir A¹ of any brake carriage
instead of being charged from the main reservoir on the locomotive 2
might be charged by a pump on the brake carriage itself worked by
hand or worked by the revolving axles of the carriage wheels, the
action of the compressed air in the reservoir upon the brake piston
being controlled as above described.
It is also obvious that many modifications might be made in the 2
proportions of the parts and details of construction of the apparatus
which I have described without departing from the main features of
construction and action.
The rubber discs c³ on the valves b, b¹, may be omitted if so preferred,
and the braking be done by the operating brake pipe in the usual g
way.
Also the plate e*, spring e³, and ports e³, shewn in Fig. 10, may be
omitted in the construction of the double valves E and K without
interfering with their operation. And the double valve H may be made
like the double valve G, that is, with the upper and lower discs of like 3

page_text: preferable.
The advantage in making the double valves E, H, F,
and K, exactly alike is chiefly an advantage in manufacturing, and in
being able to use a valve of such construction in any one of the
chambers indicated.
The element of construction on which the devices described largely
depend for their success is the combination of a double-ended or double-
disced valve with two end ports and one central port such as I have
described in the Specification of my former Patents referred to above.
It will be noticed that in the apparatus described each such valve is
combined with such an arrangement of ports; also that in every case
the valve seats outward to close its end port except with the valves b, b¹,
which seat inward.
While it is better to charge the auxilliary reservoir and the reservoir
pipe directly from the main reservoir, this is not essential, since either
or both
may be connected directly to the cylinder of the air pump and
be charged therefrom.
In the foregoing description I have spoken of air escaping, air being
admitted, etc. I do not mean to imply that in the former case a vacuum
will be formed, nor in the latter case that a vacuum exists, but use these
and other like terms with reference to compressed air, air in that con-
dition being what is required in the class of atmospheric brakes under
consideration.
I will now describe my improvements in the mechanism by which the
running of a brake carriage off the line, or its separation from the train,
is made to act automatically upon the brakes. One mode of effecting
this is as follows:-I mount a horizontal spindle in one end of the valve
box D, the one end of the spindle projecting into the passage a³, and the
other end projecting to the exterior of the box. The inner end of the
spindle terminates in a disc, which is pressed against a ring of caout-
chouc or other suitable packing by the pressure within the valve box,
thereby securing the air tightness of the spindle. The disc has on its
face two crank pins or a rectangular piece standing vertical and inserted
in a slot in the stem d² of the valves d, d¹. The slot is of such width
that when the crank pins or rectangular piece stand vertically either of
5 the valves d, d, can be seated, but when the disc is turned partly round
in either direction so as to bring the crank pins or rectangular piece to
an oblique position the one pin or the one end of the rectangular piece

page_text: bearing against the one side of the slot pushes the stem d' so as to bring
the valves d and d¹ to a position where they are equally distant from
their respective seats, or nearly so.
On the outer end of the said spindle
is a lever, the end of which projects into a slot in a sliding bar, which is
ordinarily held by a catch in such a position as to keep the crank pins or
rectangular piece vertical, and thereby to leave the valves d, d', free to
move in either direction to their respective seats. This bar is however
acted upon by a spring in such manner that when the said catch is
released the bar is slid to one side, thereby turning the spindle and
bringing its crank pins or rectangular piece into action as above
described, so as to open communication between the two pipes B, B'.
Beneath the sliding bar is a pin capable of vertical motion in a guide,
and beneath the lower end of this pin is a disc resting loosely in a loop
on the same frame that carries the pin and the sliding bar; from this
disc a rod fastened to the disc projects downwards to near the surface of
the permanent way, so that if the carriage should run off the line the
rod in coming in contact with the permanent way will cause the disc
to be pushed up or canted, whereby the before-mentioned pin will be
pushed up, and will in its turn raise the one end of the sliding bar so as
to free the catch and allow the bar to be actuated by the spring. The
bar will thus be made to move the spindle so as to effect the opening of
the valve d or d², whereby the air will be admitted to the brake cylinder
for the application of the brakes as above described.
This contrivance may also be rendered available for applying the
brakes when the carriage separates from the train by connecting the
before-mentioned rod and disc to the pipe coupling or to the adjoining
car by means of a wire or chain, so that the pull upon the chain conse-
quent on the separation of the carriage will effect the releasing of the
catch, and thus cause the brakes to be put on as above described.
Another mode by which the running of a brake carriage off the line
or its separation from the train can be made to act automatically on the
brakes is as follows:-From any part of the passage a³ I make an outlet
and fit it with a cock or valve which can be opened by the catching on
the ballast or permanent way of a rod such as I have described, or by the
tension of a cord or chain connected to the pipe coupling or adjoining a
carriage. When in the case of accident this cock or valve is so opened
the compressed air is allowed to issue from the duct a', and the brakes

page_text: are brought into action as above described, the opening afforded by the
cock or valve being equivalent to the rupture of a pipe.
The appliances to the pneumatic apparatus whereby signals can be
conveyed from one part of a train to another are of the following
description-One of the air pipes extending along the train being
charged with compressed air while the other contains air at ordinary
pressure, pressure gauges, situated in the several carriages between
which communication is desired, are connected by tubes to the low
pressure pipe. The gauges may be of the kind having a dial with an
index pointing to different degrees of pressure marked thereon; and the
successive marks on the dial may be understood to express certain
signals, such as "caution," "stop," the highest pressure preferably
indicating "stop." The following is a convenient construction of such
a gauge-A small piston works in a cylinder, and the piston rod has a
rack which gears with a pinion on the spindle of the index. The piston
as it is caused to rise by the air pressure lifts successively increasing
weights which repose on steps on the upper part of the cylinder, and
when the piston is raised to its maximum height it seats on a caoutchouc
disc above it, which serves as a stop and also prevents leakage of air.
In order that the working of such signals may be understood, I will
suppose that there is one pressure gauge in the guard's van, and a
corresponding gauge on the locomotive, and that the guard desires to
signal to the engine driver. In this case the guard opens a cock or
valve, by which compressed air from the charged pipe or reservoir
connected with it is admitted to the low-pressure pipe. He keeps this
communication open till he sees by his own gauge that the pressure in
the pipe with which it is connected has been raised to such a degree
that his index points to his desired signal. The same pressure existing
along the whole length of pipe acts on the gauge on the locomotive, and
causes its index to point to the same signal. And in like manner a
signal may be conveyed from any part of the train to any other part.
As either of the air pipes may be charged with compressed air while the
other contains air at a lower or ordinary pressure, each of the signal
gauges is made to communicate by a tube with each of the air pipes.
The connection is made through a valve box like the duct a³, Fig. 3, fitted
with double valves like 6 and 6' united by a stem 63, the communication
to the gauge corresponding with the port h, h. Each gauge by means
of these self-acting valves is thus always cut off from the high-pressure
pipe, and remains in communication only with the low-pressure pipe.

page_text: In making a signal the communication between the high pressure and
the low pressure pipe may be made either by opening a special cock or
valve in a communicating pipe, or it may be done by means of a cord,
chain, or rod acting on the spindle above described, by which when a
carriage runs off the line the brake apparatus is brought into action.
In this case the pulling of the cord, chain, or rod may at the same
time bring the brake into operation and cause the signal to be given.
Also every carriage of the train may be provided with a signal gauge
and means of opening the cock or valve for giving signals, as above
described. A convenient means of effecting this is to connect the cock
or valve to a cord or rod passing along the carriage under the roof, so
that a passenger in any compartment by pulling the cord or rod can
open the cock, and thereby cause the signal to be given.
When such an arrangement is adopted, each compartment should be
fitted with tell-tale apparatus whereby the guard can ascertain from
which compartment a signal has been given. A convenient method of
constructing such tell-tale apparatus is the following:-A small. box is
fixed to the roof of a compartment, and this box contains a pulley with
a cord passing round part of its periphery, the cord terminating in a
tassel or pull hanging from the box. On the one side of the pulley
there is a lever within the box, which lever is connected to the signal
cord or rod, and a pin projects from one side of the pulley behind this
lever. On the other side of the pulley there is an index, and. a pin
projects from the pulley behind this index. On pulling the cord the
pulley is caused to make a partial revolution, the one pin acts on the
lever, and thereby pulls the cord or rod which opens the cock or valve to
give the signal. The other pin turns the index partly round, and this
position of the index may be seen through a glass in the side of the
box. When the valve cord and pulley are returned by a spring to their
original position so as to close the signalling cock or valve, the index is
left behind, and so serves to shew in which compartment the valve cord
has been acted on. The index can be set back by means of a key in
the possession of the guard.

page_text: dated 10th October 1871.
In order that passengers generally may have it in their power to
make such signals, I arrange a cord or rod as above described so as to be
accessible from each compartment, and connect it to a cock or valve
which can be opened by it so as to permit a portion of the compressed
air to flow into the low-pressure pipe. On this pipe I place in con-
venient positions, such as the engine or the guard's van, whistles
constructed to be sounded by a moderate pressure of air, and the
sounding of these whistles serves as an audible signal.
It is sometimes convenient to provide carriages with means of
signalling when it is not necessary to furnish them with auxilliary
reservoirs of capacity sufficient to work the brake. In such case I
provide a small auxilliary reservoir for the purpose of signalling only.
This reservoir is connected to the operating brake pipe, so that it
becomes charged with compressed air whenever the brakes are applied,
this supply of air serving afterwards to work the signals when required.
by being allowed to issue into the brake pipe to which the signal
apparatus is connected. The supply of this reservoir and the issue of
air from it to work the signals may be effected by a valve of the
following construction :-The valve box has an end aperture com-
municating with the auxilliary air reservoir and a lateral aperture
communicating with the brake pipe. In this box there is a valve
closing down upon a seat situated between the two before-mentioned
apertures, so that when the valve is closed it prevents the passage of the
air from the reservoir to the brake pipe, thus acting as a check valve.
This valve has a stem passing down from its under face and fitting
loosely into a hole in a thick stem on a second valve seating on the
opposite end cover of the valve box, and from the under surface of this
second valve a stem projects through a hole in the valve box cover,
outside of which it is connected to a lever hinged at one end to the
valve box, while to the other end is connected the cord which is led to
the several compartments of the carriage. On raising the lever by
means of the cord the last-named valve is lifted, and its stem raises the
first-named valve so as to allow air to pass from the auxilliary reservoir
to the brake pipe, and sound the whistle or work the signal gauge.

page_text: admitting steam to the auxilliary cylinder being close to the ends of the
said cylinder, the eduction ports are made at some distance from the ends,
so that the auxilliary piston on approaching the end of its stroke passes
these ports, and meets a cushion of steam which prevents it from striking
the ends of the cylinder.
Office on the 25th July 1872.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, GEORGE
WESTINGHOUSE, junior, 'of Pittsburg, Pennsylvania, United States of
America, but at present of No. 20, Southampton Buildings, Chancery
Lane, in the County of Middlesex, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-fourth day of February, in the
year of our Lord One thousand eight hundred and seventy-two, in the
thirty-fifth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said George Westinghouse, junior, Her
special licence that I, the said George Westinghouse, junior, my exe-
cutors, administrators, and assigns, or such others as I, the said George
Westinghouse, junior, my executors, administrators, and assigns, should
at any time agree with, and no others, from time to time and at all
times thereafter during the term therein expressed, should and lawfully
might make, use, exercise, and vend, within the United Kingdom of
Great Britain and Ireland, the Channel Islands, and Isle of Man, an
Invention for "IMPROVEMENTS IN PNEUMATIC APPARATUS FOR WORKING BRAKES
AND COMMUNICATING SIGNALS IN RAILWAY TRAINS," upon the condition
(amongst others) that I, the said George Westinghouse, junior, my
executors or administrators, by an instrument in writing under my, or
their, or one of their hands and seals, should particularly describe and
ascertain the nature of the said Invention, and in what manner the.
same was to be performed, and cause the same to be filed in the Great,
Seal Patent Office within six calendar months next and immediately
after the date of the said Letters Patent.

page_text: NOW KNOW YE, that I, the said George Westinghouse, junior, do
hereby declare the nature of the said Invention, and in what manner
the same is to be performed, to be particularly described and ascertained
in and by the following statement thereof, reference being had to the
accompanying Drawings, and to the figures and letters marked thereon,
that is to say :-
-
In the Specifications of Patents obtained by me bearing date the
15th September 1871, No. 2436, and the 10th October 1871, No. 2684,
respectively, also in the Specification of a Patent obtained by Charles
Denton Abel (being a communication from me), bearing date the
11th August 1870, No. 2235, were described several methods whereby
compressed air could be applied to the working of brakes on a railway
train either at will or in case of certain accidents happening to the
train, and also certain means whereby such compressed air could be
employed to produce audible signals when the brakes should be or were
applied.
Now my present Invention has for its object a more compact and
perfect construction of apparatus for these purposes, and includes im-
provements in the construction and arrangement of the couplings,
pipes, passages, valves, and reservoirs of the pneumatic apparatus, in
the mechanism by which the running of a brake carriage off the line
or its separation from the train is made to act automatically upon the
brakes, and in appliances to the pneumatic apparatus whereby signals
can be conveyed from one part of a train to another, and in the con-
struction and working of the valve gear of the air pumping engine.
In order that these improvements may be more clearly understood,
I will refer to the accompanying Drawings, and to the figures and
letters marked thereon.
The construction and arrangement of parts represented in those
Drawings are applicable to trains in which the following conditions
are fulfilled-The locomotive engine or an auxiliary engine on the
locomotive works an air compressing pump, and charges a reservoir
on the locomotive with compressed air; pipes from the reservoir extend
along the train, being coupled together between the carriages by
couplings fitted with automatic valves which close when the coupling
is disconnected, such as were described in the Specification to C. D.
Abel's Patent, dated 11th August 1870, No. 2235.

page_text: Part of the present Invention relates to improvements in the con-
struction of these couplings, which will be understood by reference
to Fig. 1, Sheet I., representing a longitudinal section of a coupling
constructed according to the present improvements. The valves instead
of being constructed as described in the Specification above referred to,
are provided with caoutchouc discs a, which can seat against annular V
projections 6 formed in the valve chambers of the coupling, whereby
a more perfect air-tight closing of the valves is ensured. As it is
desirable to braze the nozzles c into the coupling in order to avoid
damage to the caoutchouc discs a by the heat of the brazing the
winged stems d of the valves are made separate from the valves
themselves, so that after brazing in the nozzles the caoutchouc discs a
are inserted into their places through the open ends of the half-
couplings, and the stems d are screwed into the bodies of the valves.
The flexible packing rings pressed outwards by the compressed air
within the coupling has already been described in the Specification
above referred to.
In order to secure greater tightness by the action of this ring it is
preferable to make the taper part where it is applied of a slightly
curved form as shewn in the Drawing. In such of the carriages as
are provided with brakes these brakes are put on by the action of
the compressed air on a piston working in a cylinder. These conditions
having already been fulfilled and certain apparatus applicable to them
having already formed the subjects of Patents, the part of my present
Invention which I am now about to describe is to be considered as
applying only to a mode of constructing and arranging the pipes,
passages, valves, and reservoirs, by means of which the air pressure is
caused to act upon the piston of the brake cylinder. In carrying this
into effect I provide each of the carriages that has a pneumatic brake
with an auxiliary reservoir for compressed air supplied from the main
reservoir on the locomotive. I also provide a double set of connecting
pipes extending along the train so as to effect a duplicate communi-
cation between the main reservoir of compressed air and the several
auxiliary reservoirs and brake cylinders throughout the train. And
the peculiarity of the construction and arrangement of the connections
which I am about to describe is, that the following results are obtained
by their means:-In case of rupture of the main reservoir or of any
of the communicating pipes, the auxiliary reservoirs are brought into
B 2

page_text: action so as to apply the brakes. In case of rupture of one of the
communicating pipes the other performs the necessary functions.
One of the communicating pipes may be employed as a continuous
reservoir of compressed air while the brakes are off, and the brakes
may be put on by bringing this pipe into communication with the
brake cylinder through the agency of compressed air admitted from
the main reservoir on the locomotive into the other pipe, or by dis-
charging air from the reservoir pipe the auxiliary reservoirs may be
brought into communication with the brake cylinders, and the brakes
may be thus put on. These results are brought about either at the
will of the engineer or guard, who can work suitable air cocks, or
automatically, in case of a train becoming separated by the fracture
of some of its couplings, or of a brake carriage running off the line.
Fig. 2, Sheet I., represents a plan of part of the pneumatic apparatus
of a brake carriage, and Fig. 3, Sheet I., represents a side view of the
same. A is the brake cylinder, and A' is an auxiliary reservoir for
compressed air, which I prefer to make larger in capacity than the
brake cylinder A. B and B are the two pipes which extend along
the train from the main reservoir on the locomotive, and which in
each brake carriage are connected by branches B³, B³, to a valve
box D, which valve box is connected by a pipe q¹ to the auxiliary
reservoir A¹, and is also connected to the brake cylinder A by a
passage formed in the bracket C, which serves to support the valve
box.
Fig. 4, Sheet I., represents a sectional plan of the valve box D; Fig. 5,
Sheet I., represents a vertical section through part of the valve box on
the bent line marked z, z, in Fig. 4; Fig. 6, Sheet I., represents part
of a vertical section on the bent line marked z¹, z¹; Fig. 7, Sheet I.,
represents part of a vertical section on the bent line ³, z²; Fig. 8,
Sheet I., represents part of a vertical section on the line 3, ; and
Fig. 9, Sheet I., represents part of a vertical section on the line 2*, **.
From the Figs. 4 to 9 inclusive it will be seen that the body of the
valve box D contains several valves and passages, and has covers D¹, D³,
in which passages are formed, the covers being tightly secured to the
body by bolts and nuts with a sheet of metal D³, and two sheets of
caoutchouc or other suitable packing interposed in each joint so as
to make it air-tight, and also to act as seats for the valves. By coring
the passages within the covers D¹ and D³, the sheet of metal D³, and of

page_text: caoutchouc or other packing outside of it, may be dispensed with, the
inner sheet of caoutchouc or packing serving to make a tight joint, and
to furnish seating for the valves.
The construction and functions of the several valves, passages, and
ducts, are as follows:-From the pipes B, B¹, branch pipes B' extend to
and open into passages a³ and a* at each side of the valve box. At one
end of these passages are valve chambers a, a', in the bottoms of which
are the valve seats c, c', in the form of raised annular V projections. An
open port or passage a³ unites these chambers with each other. In each
chamber is a valve 6 or b¹, which two valves are counterparts of each
other, and which are both fixed on a common stem 62. Each of these
valves is faced with a caoutchouc disc, as shewn partly in section
at b, which renders the closure of the valve air-tight when it is pressed
against its seat c or c¹. The inside ends of the chambers a, a', are
slightly enlarged as shewn, so that when the largest part or disc i of
either valve comes in such enlarged part of the chamber the air will be
free to pass around and under the valve, or at least such part of it as is
outside the seat c or c³, and when occupying that position each valve is
properly guided by means of guide ribs 6³, which extend outwardly from
the peripheries of the valves, and are turned down to the diameter of the
unenlarged part of the valve chamber, though other suitable guiding
devices may be employed.
In Fig. 10, Sheet I., I have shewn an inside end view of one of these
valves. A series of air ports c³ are made in it, which ports are closed at
their outer ends by a caoutchouc or other disc c³, which is merely the
ordinary form of flap valve, though any device constituting mechanically
a check valve may be substituted therefor. Hence the air will by an
inside pressure be caused to pass out through the air ports c³, but can
pass in by an outside pressure only around the peripheries of the valves.
I prefer to make the distance from end to end of these valves (exclusive
of the guides) a little less than the distance from outside end to outside
end of the enlarged parts of the valve chambers a, a, and the distance
between the seats c, c¹, is a little less than the distance between the
inside faces of the valves. From this construction it will be seen that if
there be greater pressure in either of the passages a³ or a³ or the pipes B¹
or B respectively connected with them than in the other, one of the
valves or will be closed while the other remains open, or if the

page_text: pressure is about the same in both pipes, these valves will take an
indifferent position, allowing air to pass both of them, the opening or
closing of these valves being regulated solely by the pressure of air
thereon. The air passages a³, a*, also communicate respectively with the
opposite ends of a valve chamber a' in the opposite end of the valve
case D by ports formed in the sides and ends of the nuts D³. The inner
ends of these nuts faced with caoutchouc or other suitable packing
material constitute seats for the valves d, d³, which are fixedly attached
to a common stem d², and which are guided to and from their seats by ribs
or wings on their peripheries, for which other known forms of guiding
devices may be substituted. These valves have a little play to or from
their seats, and either one may be open while the other is closed, or both
may be open
at the same time according as the pressure in either of the
pipes B or B exceeds or equals that in the other.
The body part D of the valve case contains a series of vertical valve
chambers preferably (with one exception) of uniform size, and in each of
the chambers of uniform size there is fitted a double valve device, shown in
perspective in Fig. 11; this is a double-ended valve, the lower valve or
disc e¹ being smaller than the upper valve or disc e. Both are fastened to a
common stem e². Through the upper valve e air can pass only down-
ward by ports e³, a plate e held up by a spiral or other suitable spring e
preventing its return, but the air may pass the lower valve e¹ either way,
this valve being smaller than its chamber, and being guided by ribs or
wings e or other equivalent guides.
Four of the valve chambers in D are of proper form for the reception
of one of these valve devices, each of which for convenience of reference
I shall designate by a single letter, as E, F, H, K, the fifth chamber
being fitted with a double valve G having both ends equal, and acting in
a manner similar to that already described with reference to the valves d, d¹.
It will be observed that of the four valve devices first named, one H is
placed in an inverted position. Each valve face is provided with a
raised V shaped or other suitable form of seat, such as when seated on
the packing D* will give an air-tight joint, and the several valve
chambers are connected by ports or passages as shewn in Figs. 4 to 9,
inclusive, Sheet I., each passage being marked by the same letter in the
different Figures.

page_text: chamber F leads to the open air, and from the side of the same chamber
a centre port n¹ leads out and down to the outside of the valve case,
where it communicates with the passage C leading to the brake cylinder.
Also the passage q leading from the side of the chamber occupied by
the double valve K passes outward and upward through the cap D',
where it is connected with the pipe q' leading to the auxiliary reser-
voir A¹.
I will now describe the operation of these devices, and 1st, to operate
the brakes with the pipe B¹ alone, only the main reservoir on the loco-
motive being charged with compressed air. The engineer turns the
cock on the locomotive so as to allow compressed air to pass from the
main reservoir into the pipe B'. The pressure will seat the valves b
and d as shewn in Fig. 4. The air will then pass along the port f, and
acting on the larger area of the valve E will seat it upwards, which
closes connection with the chamber occupied by the valve K. The air
then passes around the lower valve of E through the port 9 into the
bottom of the chamber occupied by the double valve H, and seats it
upwards so as to close the port h which leads to the passage a²; the air
passes the lower valve H along the port k to the top of the chamber
occupied by the double valve G, seating it downwards and closing its
bottom port; thence it passes the upper valve of G out at and along
the port m to the top of the chamber occupied by the double valve F,
seating it downwards and closing the escape port n; thence passing
the upper valve of F, the air flows by the port n and pipe C into the
brake cylinder where it acts on the piston so as to put on the brakes.
To let off the brakes the engineer turns his cock so as to allow the air
in the pipe B¹ to escape. The passages ƒ and g and chambers E and H
being thus relieved of pressure the double valves. E and H fall by their
own weight to their lower seats; this opens the port to the port a²,
allowing the air in the line of communication from the chamber of F to
the chamber of H to escape. The air in the brake cylinder A then
passes back through the pipe C and port n¹, and enters the chamber of
F between the upper and lower valves. The upper valve being the
larger this valve is lifted from its. lower seat, allowing the air to escape
by the port n. The piston in the brake cylinder being thus relieved of
pressure the brakes are taken off. The air in the line of valves and ports
instead of escaping into the port a³ as above indicated may pass out into the
chamber a by the same port as that by which it entered if the disc e*

page_text: be omitted from the valve in H, or if that valve be made equal ended
as the valve in G.
2nd. To operate the brakes by air admitted into the other line of
pipe B the operation is the same, except that the valves 6¹ and d will
be seated instead of the valves 6 and d¹. The operation in releasing is
also the same.
It is obvious that air can be admitted through both pipes B, B¹, at
once instead of only one with like results as those already described.
The position of the valves b¹, b, d, d', is then uncertain. Two of them
must be open, and all of them may be, and some air may perhaps enter
from the port aª through the port h.
3rd. For supplying the auxiliary reservoir without having to apply the
brakes, only one of the air pipes can be used, and the valve E is kept
down to its lower seat by a spring that can be overcome by such
moderate pressure as will not work the brake piston. Such a spring
can be inserted in the port p, or instead of a spring the valve in E may
be such weight as to effect the purpose. By admitting air gradually
through the port fit will pass the upper part of the valve E, (which
is somewhat loosely fitted) into the reservoir without raising the valve E
from its lower seat. When the auxiliary reservoir is charged from both
air pipes the brake is necessarily applied at the same time as described
above, and in that case when the pressure in all the reservoirs becomes
equal to that in the main reservoir, all the valves being under equi-
librium of pressure are seated by their weight on their lower seats. To
take off the brakes in this case the cock is turned so as to let air escape
from either of the pipes B or B¹. Assuming that it is permitted to
escape from the pipe B, then the valves 6 and ď¹ will be seated as shewn
in Fig. 4, Sheet I., by the pressure in the pipe B³. The valve H being
on its lower seat the air in the valve chambers and ports intermediate
between H and F will escape at the ports h and a', and through the
passages in the valve 6¹ into the pipe B. Then the back pressure from
the brake cylinder will raise the double valve F, and escape at the
port n. Assuming that air is permitted to escape from the other pipe B¹,
the valves b¹ and d are seated, and a similar result is obtained.
It will now be observed that the air having been allowed to escape

page_text: of compressed air; such pipe then constitutes a reservoir of compressed
air continuous from end to end of the train. If this pipe be the pipe B',
the valves band & will be seated so as to close communication with the
other pipe B, but if the pipe B be used as the reservoir pipe, the valves
b¹ and d will be seated with like effect. In either case the port f will be
open to the air pressure from such reservoir pipe, and the valve E being
seated down as already indicated keeps an open communication with
the port p and the top of the chamber occupied by the double valve K,
which will be kept to its lower seat, and consequently the air with which
the auxiliary reservoir is charged cannot escape. The brakes may then
be operated at pleasure by keeping the reservoir pipe always charged,
and admitting air into and discharging it from the other pipe, the air
for this purpose being taken from the main reservoir. To explain this,
however, it will be necessary to recur to the construction of the valves b, b',
and their chambers and seats.
Supposing B' to be the reservoir pipe, these valves will be seated, as
shewn in Fig. 4, the disc occupying the unenlarged part of its
chamber a¹, and the disc i the enlarged part of its chamber a. The air
will flow in around the valve b, so that the effective pressure exerted on
this valve will be measured by the area of its lower face inside its seat,
or by the area of its seat opening c, the air being admitted from the
main reservoir into the operating pipe B, will act with an effective
pressure on the full area of the disc of the other valve, which disc
will then become mechanically a piston to operate the other valve.
Consequently a comparatively small pressure acting on the valve b¹ will
suffice to unseat the valve b, and then the air will rush in from the
reservoir pipe B' into the port a³ between the valves. This movement
of the valves will continue till both discs occupy the enlarged part, each
of its own chamber, and then the air will flow in from both pipes. From
the port a² the air so admitted follows the port to the top of the
chamber occupied by the valve H, and thence going through the ports
in the upper disc, passes by the central port k, and ports and chambers
already indicated, to the brake cylinder. In this way I secure a store
of compressed air from end to end of the train, which I am enabled to
apply by the means indicated to the operation of the brakes, without
having to wait to transmit the entire effective force back from the main
reservoir.

page_text: become broken by accident or opened; it is for this purpose that the
auxiliary reservoir A' is chiefly provided. Suppose that B is the
operating pipe, and B₁ the reservoir pipe, the former containing air at
only ordinary pressure and the latter being charged with compressed
air. The valves 6 and d¹ will then be seated. If the pipe B is broken
by accident while the train is running the engineer turns the cock so as
to allow the air to escape from B¹. The pressure on the top of the
double valve K is then removed, and the pressure of air in the auxiliary
reservoir acting back through the port q, raises the double valve k (its
upper disc being the larger) against its upper and off its lower seat.
The air then passes around the lower disc of this valve through the
port w to the bottom of the chamber occupied by the double valve G
and raises it to its upper seat, closing its upper port k, passes out at the
central port m, and on to the brake cylinder A by the path already
described, and applies the brakes. Consequently the engineer has the
same power to stop his train when his operating pipe becomes broken as
before. And if his reservoir pipe B¹ becomes broken by accident, the
escape of air therefrom brings the valve k into operation as before, and
the brakes are applied without the intervention of the engineer. And
it is in this case immaterial which pipe is used as an operating and
which as a reservoir pipe.
The operation described under this 4th head forms a provision for
safety, in order that, in case of an accident to the brake pipes or either
of them, the train may be stopped and damages repaired. To let off the
brakes in this case a cock on the auxiliary reservoir will have to be
opened, and the air will then escape from the brake cylinder as already
set forth. If repairs cannot be made at once, this cock can be left open
and the brakes can be operated by the unbroken line of pipe, as indicated
under the first and, second heads.
It is obvious that the auxiliary reservoir A' of any brake carriage,
instead of being charged from the main reservoir on the locomotive,
might be charged by a pump on the brake carriage itself, worked by
hand or worked by the revolving axles of the carriage wheels, the action
of the compressed air in the reservoir upon the brake piston being
controlled as above described.
It is also obvious that many modifications might be made in the
tions

page_text: As another example, if the passages X, Y, and Z, be connected
respectively to the operating air pipe to the auxiliary reservoir and to
the brake cylinder, it will be seen that when air under pressure is
admitted by X, the reservoir is charged by Y, but the brake cylinder is
cut off by the closing of the lower valve on Z. And when the air pressure
in the operating pipe is reduced the upper valve is closed by the pressure
of air in the reservoir, while the lower valve being thus opened the
compressed air passes from the reservoir by the passage Y and by the
passage Z to the brake cylinder so as to operate the brakes. These
functions of the double valve device correspond with those already
described with respect to the valves F and K respectively, for which
functions such valves may be used either by themselves or in com-
bination with the other valves, as already described.
While it is better to charge the auxiliary reservoir and the reservoir
pipe directly from the main reservoir, this is not essential since either
or both may be connected directly to the cylinder of the air pump and
be charged therefrom.
I will now describe my improvements in the mechanism by which
the running of a brake carriage off the line or its separation from the
train is made to act automatically upon the brakes. One mode of
effecting this will be understood by reference to the Figures already
described, as also to Fig. 12, Sheet I., which represents an end view
of the valve box D, and to Fig. 13, Sheet I., which represents a side
view of the valves d, d¹, and the stem which joins them. A. horizontal
spindle L is mounted in one end of the valve box D, the one end of
the spindle projecting into the passage a³, and the other end projecting
to the exterior of the box. The inner end of the spindle terminates in
a disc L', which is pressed against a ring of caoutchouc or other suitable
packing by the pressure within the valve box, thereby securing the air
tightness of the spindle. The disc has on its face a rectangular piece L³
standing vertical and inserted in a slot in the stem d³ of the valves d, d'.
The slot is of such width that when the rectangular piece stands
vertically, either of the valves d, d', can be seated, but when the
spindle L is turned partly round in either direction so as to bring
the rectangular piece L³ to an oblique position, the corners of the 3
rectangular piece L³ bearing against the sides of the slot hold the
stem ď² in such a position that the valves d and d¹ are both kept
unseated. On the outer end of the spindle L is a lever L', the end

page_text: of which projects into a slot in a sliding bar M, which is ordinarily held
by a catch M¹ in such a position as to keep the rectangular piece L³
vertical, and thereby to leave the valves d, d, free to move in either
direction to their respective seats. This bar M is however acted upon
by a spring in such manner that when the catch M' is released the
bar M is slid in the direction of the arrow (Fig. 12), thereby turning
the spindle L, and bringing its rectangular piece L' into action as above
described so as to open communication between the two pipes B, B', by
keeping both valves d and d¹ off their seats. Beneath the sliding
bar M is a pin O capable of vertical motion in a guide hole, and beneath
the lower end of this pin is a disc O¹ resting loosely in a loop of the
frame N that carries the pin O and the sliding bar M; from this disc O'
a rod O² fastened to the disc projects downwards to near the surface of
the permanent way, so that if a carriage should run off the line the
rod in coming in contact with the permanent way will cause the disc O'
to be pushed up or canted, whereby the pin O will be pushed up, and
will in its turn raise the one end of the sliding bar M so as to free the
catch M', and allow the bar M to be driven by the spring in the
direction of the arrow. The bar will thus be made to move the
spindle L so as to effect the opening of the valves d, d', whereby
the air will be admitted to the brake cylinder for the application of
the brakes as above described. The lower end of the rod Os may be
forked, as shewn at O³, in such a manner that while the carriage runs
on the rail the points of the forks are clear of all points or crossings,
but when the carriage runs off the rail one or other of the points O³
of the fork will be caught by the rail, and thus the disc O¹ will be raised
or canted so as to cause the brakes to be put on as described above.
By connecting the rod O³ to the pipe coupling or to the next carriage.
by means of a wire or chain hanging loosely, whenever the carriages
separate, the pull upon the wire or chain consequent on the separation
will effect the canting of the disc O¹, and the releasing of the catch M³,
and thus cause the brakes to be put on, as above described.
:
Another mode by which the running of a brake carriage off the line
or its separation from the train can be made to act automatically.
on the brakes is as follows:-From any part of the passage a³ I make
an outlet and fit it with a cock or valve, which can be opened by
the catching on the ballast or permanent way of a rod such as I
have described, or by the tension of a cord or chain connected to the...

page_text: pipe coupling or adjoining carriage. When in the case of accident
this cock or valve is so opened the compressed air is allowed to issue
from the duct a³, and the brakes are brought into action as above
described, the opening afforded by the cock or valve being equivalent to
the rupture of a pipe.
The appliances to the pneumatic apparatus whereby signals can be
conveyed from one part of a train to another are of the following
description: One of the air pipes extending along the train being
charged with compressed air, while the other contains air at ordinary
pressure, pressure gauges situated in the several carriages between
which communication is desired, are connected by tubes to the low
pressure pipe. The gauges may be of the kind having a dial with an
index pointing to different degrees of pressure marked thereon, and
the successive marks on the dial may be understood to express certain
signals such as "caution," "stop," the highest pressure preferably
indicating "stop." The following is a convenient construction of such a
gauge. A small piston works in a cylinder, and the piston rod has a rack
which gears with a pinion on the spindle of the index. The piston as it
is caused to rise by the air pressure lifts successively increasing weights,
which repose on steps on the upper part of the cylinder, and when the
piston is raised to its maximum height it seats on a caoutchouc disc
above it which serves as a stop, and also prevents leakage of air.
In order that the working of such signals may be understood I will
suppose that there is one pressure gauge in the guard's van, and a
corresponding gauge on the locomotive, and that the guard desires to
signal to the engine driver. In this case the guard opens a cock or
valve by which compressed air from the charged pipe or reservoir
connected with it is admitted to the low-pressure pipe. He keeps this
communication open till he sees by his own gauge that the pressure in
the pipe with which it is connected has been raised to such a degree
that his index points to his desired signal. The same pressure existing
along the whole length of pipe acts on the gauge on the locomotive, and
causes its index to point to the same signal. And in like manner a
signal may be conveyed from any part of the train to any other part.
As either of the air pipes may be charged with compressed air while
the other contains air at lower or ordinary pressure, each of the signal
gauges is made to communicate by a tube with each of the air pipes.
The connection is made through a valve box like the duct a³ (Fig. 4),

page_text: The valve box has an end aperture communicating with the
auxilliary air reservoir, and a lateral aperture g communicating with the
brake pipe.
In the upper part of the box there is a valve a with an
annular V projection closing down on a caoutchouc or leather disc b, so
that when the valve is closed it acts as a check valve, preventing passage
of the air from the reservoir to the brake pipe. Studs a¹ are fixed on the
upper side of the valve to prevent it from being raised beyond a limited
distance from its seat, yet to permit the passage of air when it is so
raised. A stem extends down from the under face of the valve, and fits
loosely in a hole in a thick stem c on a second valve e, seating on a
caoutchouc or leather disc f. The stem c of this second valve projects
through a hole in the lower cover of the valve box, outside of which it is
connected to a lever d, hinged at one end to a bracket projecting down
from a ring d³, secured by the screwed cover of the valve box. The
lever d is worked by the cord or rod which is led to the several com-
partments of the carriage, and by turning the ring d¹ the lever d may be
presented in any direction to suit the direction of the communicating
cord or rod. On raising the lever by means of the cord or rod the valve e
is lifted, and its stem raises the valve a so as to allow air to pass from
the auxiliary reservoir to the brake pipe, and sound the whistle or work
the signal gauge.
When an auxiliary reservoir of considerable size is employed, as may
be desirable on the guard's van, the valve may be kept open long enough
to allow sufficient air pressure to pass from the reservoir to the brake
pipe, so as to work the brakes as well as give the signal. On releasing
the lever d the lower valve e is closed down by the air pressure in the
valve box, and thus prevents any further leakage of air through the hole
in the valve box cover, through which the stem o passes; also the upper
valve is closed down on its seat, and thus prevents any further escape of
air from the auxiliary reservoir.
The signalling apparatus above described may be employed without
brakes in the following manner :-Each carriage is provided with a
small air reservoir, and a line of air pipes is carried along the train from
an air-compressing pump on the locomotive, this line of pipe being pro-
vided with visible or audible signal apparatus, or both, as above described,
and the connections of the air pipe to the several reservoirs being formed
by valves of the kind last described. The engine driver works the
pump until all the reservoirs are charged with compressed air, and
.
C

page_text: having done so allows air to escape from the pipe until the pressure
therein becomes reduced to that of the atmosphere. Signals can then
be made by working the valves so as to admit air from any of the
reservoirs to the pipe. After a signal has been made the pump is again
worked to charge the reservoirs, and so render them capable of working
farther signals.
My improvements in the construction and working of the valve gear
of the air pumping engine, such as was described in the Specification of
C. D. Abel's Patent above referred to, may be understood on reference
to Figs. 17, 18, and 19, of Sheet II. In the engine described in the
said Specification the main piston was made to act on helical or inclined
parts of a rod, so that as it approached each end of the stroke it caused
this rod partly to turn round, and thereby turned a circular slide
so as to work an auxiliary piston which worked the slide of the main
cylinder.
According to my present improvements the main piston instead of
acting on such helical or inclined parts of a rod comes against collars or
stops formed on a rod, the termination of which gears with a tooth
connected with the circular slide in such a manner that as the main
piston approaches each end of its stroke it moves this rod longitudinally,
and so causes the circular slide to be partly turned.
Fig. 17, Sheet II., represents a longitudinal section of part of the
main cylinder, the circular slide, and auxiliary cylinder. Fig. 18,
Sheet II., represents a sectional plan on the line A, A; and Fig. 19,
Sheet II., represents a section on the line B, B. The main piston D has
a tubular rod D¹, and is covered by a plate E embracing a rod F, which
passes down along the tubular hollow of the piston rod. The rod F has
two collars F¹ and F, against which the plate E bears as the piston D
approaches each end of its stroke, and the upper part of the rod F is
made to gear with a tooth G on a segment H¹ fixed on a spindle H, the
segment H¹ being made heavy on the one side so as to counterbalance
part of the weight of the rod F. A pin or stud H² projects from the
segment into the circular slide I, which is made of conical form fitted
into a conical shell or casing N. The slide is pressed into this shell or
casing by the pressure of the steam in the cavity containing the segment
(which as described in the former Specification is supplied from the
slide jacket of the main cylinder), and the freedom of the pin or
stud Hand of the spindle H permits it to adapt itself to the casing and

page_text: Fourth. The combination of valves substantially in the manner and
for the purposes described with reference to Figs. 2 to 13 inclusive,
Sheet I.
Fifth. The use of automatic apparatus whereby the brakes are put
on when a carriage runs off the line or becomes detached, substantially 5
as described with reference to Figs. 4, 5, 12, and 13, Sheet I.
Sixth. The means substantially as herein described of causing the
brakes to be put on and signals to be given by the pull of a cord, chain,
or rod communicating throughout the train.
Seventh. The use for signalling purposes of auxiliary reservoirs 1
separate from those used for working the brakes, such reservoirs being
charged and operated substantially as herein described.
Eighth. The use of a valve arrangement constructed and operating
substantially as described with reference to Fig. 16, Sheet I.
Ninth. The use of a pressure gauge for indicating signals in a railway 1
train, substantially as herein described.
Tenth. The use of a tell-tale apparatus for indicating the compart-
ment of a train whence a signal has been given or the brakes have been
brought into operation, substantially as described with reference to
Figs. 14 and 15, Sheet II.
Eleventh. The construction and mode of operating the valves of the
auxiliary cylinder employed to work the valves of the air-compressing
engine, substantially as described with reference to Figs. 17, 18, and 19,
Sheet II.
2
In witness whereof, I, the said George Westinghouse, junior, have 2
hereunto set my hand and seal, this Fourth day of July, in
the year of our Lord One thousand eight hundred and seventy-
GEO. WESTINGHOUSE, J³. (L.S.)