IMPROVEMENTS IN THE MEANS AND APPARATUS FOR WORKING BRAKES FOR THE ROLLING STOCK OF RAILWAYS AND TRAMWAYS, AS ALSO FOR WORKING FEED-WATER PUMPS IN CONNECTION THEREWITH
Year: 1870

page_text: LETTERS PATENT to Charles Denton Abel, of No. 20, Southampton
Buildings, Chancery Lane, in the County of Middlesex, Patent
Agent, for the Invention of "IMPROVEMENTS IN THE MEANS AND
APPARATUS FOR WORKING BRAKES FOR THE ROLLING STOCK OF RAILWAYS
AND TRAMWAYS, AS ALSO FOR WORKING FEED-WATER PUMPS IN CONNECTION
THEREWITH."-A communication from abroad by George Westing-
house, junior, of Pittsburg, Pennsylvania, in the United States of
America
4
PROVISIONAL SPECIFICATION left by the said Charles Denton Abel
at the Office of the Commissioners of Patents, with his Petition, on
the 11th August 1870.
I, CHARLES DENTON ABEL, of No. 20, Southampton Buildings, Chancery
Lane, in the County of Middlesex, Patent Agent, do hereby declare the
nature of the said Invention for "IMPROVEMENTS IN THE MEANS AND
APPARATUS FOR WORKING BRAKES FOR THE ROLLING STOCK OF RAILWAYS AND
A

page_text: TRAMWAYS, AS ALSO FOR WORKING FEED-WATER PUMPS IN CONNECTION THEREWITH,'
to be as follows:-
"
The usual mode of operating railway brakes is by manual labour
applied through a hand wheel brake shaft, chains, and levers. Various
devices have been invented to check the speed of a moving train, such
as applying the momentum of the train to that purpose; also by the
operation of levers, chains, wheels, and other like mechanical connections
arranged so as to be operated by the engineer and extending back
through the train, and also by the direct application of steam power
from the locomotive. None of these, it is believed, have proved suc-
cessful and practicable to such degree as to come into general use.
The present Invention consists in the application of atmospheric air
to the above purpose, and in the construction and arrangement of
mechanical appliances for carrying the same into practical operation.
The brakes are operated by compressed atmospheric air or other suitable
elastic compressible and at ordinary temperatures non-condensible fluid.
'An auxilliary steam engine is arranged on the locomotive, or on such
part of the train contiguous thereto that it may be operated by steam
from the main locomotive boiler at the pleasure of the engineer or
other person in charge. Such auxilliary engine operates an air pump
by which air is compressed to any desired degree of density into a
reservoir, the latter being arranged on any convenient part of the
train. From it pipes extend back which are fitted with suitable cocks,
couplings, and connections for conveying the air, at the pleasure of the
engineer, back to a series of brake cylinders, one to each car, where
the pressure of the compressed air through the instrumentality of piston,
piston rod, and brake levers causes the brake shoes to engage the wheels
with any desired power, limited only by the strength of the materials
employed. The auxilliary engine may also be employed as a feed-water
pumping engine if so desired by the addition of a pumping cylinder
actuated by the same steam cylinder that works the air pump. At any
convenient point on or under each car a brake cylinder is attached
having a piston working closely therein. A pipe leads from the main
pipe to each brake cylinder opening into it behind the piston. The
piston rod plays through the opposite end of the brake cylinder, and at
its outer end may be bifurcated so as to operate against the brake lever,
or an adjustable bifurcated head may be set thereon by a set screw.
By the above-described arrangement the operation of the feed-water.

page_text: '
pump and of the brakes is in no way dependent on the movements of
the locomotive. If-steam be up water can be fed into the boiler. even
when the locomotive is standing, which end is a desirable one, since
it sometimes is far from convenient to run a locomotive and train
forward or back merely to replenish the supply of water in the boiler,
and still more so at other times to slack up a train for the same purpose.
In like manner the operation of the auxilliary engine may be so
regulated even with the locomotive running at its highest speed and
with an occasional or even frequent application of the brakes that a
uniformly constant pressure of air can be preserved in the reservoir,
the amount of which pressure can be at all times ascertained by the
use of a gauge of any suitable construction connected therewith. The
reservoir being filled with compressed air, whenever it is desirable to
apply the brakes, the cock on the outlet pipe is turned and the air
rushes along through the pipes into the brake cylinder, forces its rod
against the brake lever, whereby the brakes are instantaneously applied
to the wheels and the speed of the train at once checked. A spiral
spring arranged in the cylinder carries the piston of the brake cylinder
back to the head of the brake cylinder, and the brakes are off. The
length of throw to be given to the brake lever may sometimes vary
somewhat and hence an adjustable head is used. To provide for
longitudinal motion of the cars independent of each other in starting
or stopping there is employed between each two cars a length of air-
tight flexible pipe made of india-rubber, or india-rubber and cloth, or
other like flexible and air-tight material. This description illustrates
the general arrangement and construction of the improved mode of
operating car brakes and of the apparatus employed therefor. In that
connection I do not limit myself to any particular form or construction
of auxilliary engine, air pump, brake cylinder, or connections, as these
details can, by the skill of the mechanic, be varied to almost an indefinite
extent. But a special construction of steam cylinder and air pump has
been devised for the above purpose arranged as follows:-The main
steam cylinder and air-pump barrel are bored out each with the usual
cylindrical cavity. In the former is arranged a steam piston head, and
in the latter a pumping piston or plunger, both suitably packed, The
piston head and plunger are connected by a stem in such a way that
at any part of the stroke they shall occupy corresponding positions in
their respective cylinders. The stem is square in cross section, or of
other than circular shape, so that by passing through a stuffing nut of
.

page_text: .
a bracket. The inner ends of the set screws bear against the ends of the
valve stem, so that by loosening one and tightening the other the valves
can be adjusted in their seats readily and with accuracy. In order to
impart the desired rotary motion to the valves an auxilliary steam
cylinder is employed which is fitted with a piston and rod. To furnish
this cylinder with steam a steam port runs from the steam chest through
the body of the cylinder, through its outer head, and terminates in the
port on the outer face of the head. On the opposite sides of the port
are two ports, each of which communicates by a steam passage leading
through the cylinder head, thence upward through the cylinder base
into the cylinder, one at or near each end, so as to admit steam on
opposite sides of the piston. To open and close the ports a rotating
dise valve is employed which has a stem of a flat or other than circular
shape in cross section and twisted. This valve operates in a chamber
in the lower face of the cylinder base. The stem extends through an
opening in the cylinder head, which opening is merely large enough to
permit of its rotating, and thence through a slit in the end of the
piston, in which slit it operates closely, so that as the piston moves up
and down, the twists of the stem following the slit shall give a slight
rotary motion to the valve. These twists should be at only two points,
and at such points as will be acted on at or near the end of each stroke
of the piston. Below the before-mentioned slit the piston head and
stem should be hollow or chambered out to a depth at least equal to the
length of the stem in the edge of the lower face of the valve; right over
the ports is a notch of sufficient extent to uncover two of the ports at
once, that is, the middle port and alternately one of the side ports..
Then, as the piston moves up and down, it rotates the valve and uncovers
the ports alternately, so that steam passes from the steam chests through
the ports alternately into the cylinder on opposite sides of the piston.
The stem of this piston is attached by an eye to the crank on the end of
the valve stem, so that as the former moves backwards and forwards the
latter will receive a short rotary motion to open and close alternately
the ports which lead by recesses in the valves from the steam chest to
the cylinder, as already explained. The before-mentioned eye is made
oblong, so that it may shift the crank when the latter passes. outside
the line of motion of the stem. To exhaust the steam from the cylinder
the ports are used alternately as exhaust ports. When either is cut
off by the valve from communication with the supply port it opens into
a groove in the lower face of the disc, which groove is always in com-

page_text: munication with a port which leads through the cylinder head to the
main exhaust. This exhaust is made comparatively small, so that the
steam shall escape slowly and thereby cushion the piston. The stroke
required in the piston head is exceedingly short, in fact barely low
enough to turn the stem and valves sufficiently to cover and uncover
the ports. The piston head is made light, so that it may have but small
momentum, and I also secure for it a short stroke by running an
additional exhaust port from near the middle of the cylinder to the
main exhaust. Then as soon as the piston head has passed such port
either way the steam behind it is exhausted so freely that the piston
head has nothing to carry it further except its momentum, and even
this, little as it is, is taken up by the cushioning steam in front.
It will now be observed that the steam passes from the steam
chest along the recesses of one of the valves through the ports along
the annular passage to the front of the main piston, giving a throw
or starting it on a stroke. At the same time the exhaust recesses
of the other valve coincide with the ports of that valve seat, so
that the steam in front of the piston passes out into the exhaust. The
stroke of the piston gives a throw to the valve, opens the ports for the
passage of steam to the cylinder, and it by its piston and stem rotates
the main valve stem so as to shift the recesses of the main valve, whereby
steam is admitted on to the other side of the main piston and exhausted
where before it was supplied, and so on alternately and continuously.
In this way motion is communicated to the plunger of the pump barrel.
This pump is used as an air pump to compress the air so as to make it
operate by its elasticity in the application of carriage brakes. Along one
side of the pump is an air chamber into which air is supplied through
any suitable port; on the opposite side is a like air chamber through
which and out at a port the air is forced through pipes to the reservoir or
direct to the brake cylinders. These side air chambers are extended at
each end into the cylinder heads and by chambers bored thereon, and
air passages extend across through the cylinder heads and connect such
chambers. The air chambers open into the cylinder by ports at opposite
ends. The upper end of the one chamber is bored out, so as to give a
valve seat on which rests a poppet valve, the stem of such valve being
such as to guide the valve to its seat on to which it falls by its own
weight. Directly above this in an enlargement of the chamber or in a
valve box adjusted in such chamber, is a like valve with a stem operating

page_text: in a similar manner. The port.comes between these two valves. In the
lower end of the second air chamber is a valve with a stem falling by its
own gravity on to a seat, and directly above it resting on a seat in the
lower end of the said chamber is a like valve and stem; a little above
this valve is a stop to keep the valve from being driven too far from its
seat. The port comes between these two valves.
It will be observed that all the valves described are seated by their
own weight and remain seated, except when raised by the incoming or
outflowing air. The operation is then as follows, with the downward
stroke of the plunger the air is forced out at the lower port. Its
pressure in escaping raises the upper valve to this port through which it
passes and thence along the air chamber and out at a side port. At the
same time to supply what would otherwise be a vaccuum above the
plunger, the air enters at a lateral supply port, raises and passes through
the lower valve to the upper port and into the cylinder through the said
port. With the upward stroke of the cylinder the air above the piston.
passes out at the upper port lifts and passes through the valves thereto.
to the side port, whence a pipe conducts it to the reservoir. To furnisli
a new supply of air beneath the piston, the air rushes in at the lateral
supply port, follows the before-mentioned chambers, lifts the valve to
the upper port, and enters at such port, and so the operation goes on
continuously.
In many of the features described, I do not desire to limit myself to
the exact construction set forth. The valves may be made cylindrical
instead of conical and the seats shaped accordingly. Also the same
result may be accomplished though less advantageously with a single.
pair of recesses on each valve and a single port as with two or more
pairs of such recesses and a corresponding number of ports. But by the
use of a double-set of recesses, the two ports in each valve, and the-
annular chamber surrounding each valve seat, a more perfect balancing.
of the valves is provided for.
:
"
Also in the construction of a valve for opening and closing the ports.
of the engine and in operating the same by means of a hollow piston
head and stem, I do not limit myself to the disc valve and twisted
stem before mentioned, a sliding valve of short throw might be made
to do the same work by means of the valve stem entering the
hollow of the piston head and stem, the two being so constructed that
at any desired part of the stroke of the piston head it shall engage

page_text: coupled together are secured by springs fixed to the one or other part
and catching on to a circular shoulder or bead on the other part, which
bead is partly cut away at two opposite points, so as to allow the springs
to pass over the bead readily after which the part with the bead is partly
turned, so as to cause the springs to catch thereon. The springs are
embraced by a split ring with adjusting screw, by tightening which more
or less the action of the springs may be increased or decreased.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Charles Denton Abel in the Great Seal Patent
Office on the 11th February 1871.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, Charles
DENTON ABEL, of No. 20, Southampton Buildings, Chancery Lane, in the
County of Middlesex, Patent Agent, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by. Her
Letters Patent, bearing date the Eleventh day of August, in the year
of our Lord One thousand eight hundred and seventy, in the thirty-fourth
year of Her reign, did, for Herself, Her heirs and successors, give and
grant unto me, the said Charles Denton Abel, Her special licence
that I, the said Charles Denton Abel, my executors, administrators,
and assigns, or such others as I, the said Charles Denton Abel, 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 THE MEANS AND APPARATUS FOR WORKING BRAKES FOR THE ROLLING STOCK OF
RAILWAYS AND TRAMWAYS, AS ALSO FOR WORKING FEED-WATER PUMPS IN CON-
NECTION THEREWITH," a communication to me from abroad by George
Westinghouse, junior, of Pittsburg, Pennsylvania, in the United States
of America, upon the condition (amongst others) that I, the said Charles
Denton Abel, 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

page_text: 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.
NOW KNOW YE, that I, the said Charles Denton Abel, 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 accom-.
panying Sheet of Drawings, and to the figures and letters marked.
thereon, that is to say :—
The usual mode of operating railway brakes is by manual labor applied
through a hand wheel, brake shaft, chains, and levers. Various devices
have been invented to check the speed of a moving train; such as applying
the momentum of the train to that purpose, also by the operation of
levers, chains, wheels, and other like mechanical connections arranged
so as to be operated by the engineer, and extending back through the
train and also by the direct application of steam power from the
locomotive. None of these it is believed have proved successful and
practicable to such degree as to come into general use.
The present Invention consists in the application of atmospheric air
to the above-mentioned purpose and in the construction and arrangement
of mechanical appliances for carrying the same into practical operation.
The brakes are operated by compressed atmospheric air or other suitable
elastic compressible and at ordinary temperatures non-condensible fluid.
An auxilliary steam engine is arranged on the locomotive or on such
part of the train contiguous thereto that it may be operated by steam
from the main locomotive boiler at the pleasure of the engineer, or other
person in charge. Such auxilliary engine operates an air pump by
which air is compressed to any desired degree of density into a reservoir,
the latter being arranged on any convenient part of the train. From
it, pipes extend back which are fitted with suitable cocks, couplings,
and connections, for conveying the air at the pleasure of the engineer,
back to a series of brake cylinders, one to each car, where the pressure
of the compressed air through the instrumentality of piston, piston rod,
and brake levers causes the brake shoes to engage the wheels with any
desired power, limited only by the strength of the materials employed.
The auxilliary engine may also be employed as a feed-water pumping
engine if so desired.
The arrangement and mode of working of the various apparatus for

page_text: understood on reference to the accompanying Sheet of Drawings, in
which Figure 1A is a side elevation partly in section of an ordinary
platform railroad car, with the improved devices mounted thereon and
connected therewith so as to illustrate their géneral arrangement and
manner of operation. Figure 24 is a sectional plan view of the same,
as. formed by a horizontal plane passing through the brake cylinder,
just below the body of the car. Figures 3 and 4ª are sectional
views of the improved three-way cock. Figure 5B is a front elevation,
somewhat enlarged, of the improved auxilliary engine and air pump
especially designed for operating the brakes. Figure 6B is a sectional
elevation as formed by a vertical plane passing through the steam and
air ports of the engine and pump a little back of the piston stem.
Figure 6BB is an enlarged view of one of the steam valves of Figure 6B
and of the ports surrounding it. Figure 7B is a view still further
enlarged of the steam valve stem, and valves of the auxilliary engine.
Figure 8B is a plan view also enlarged of the steam and pump pistons
and connecting stem. Figure 9B is a cross section through the line 1-1,
Figure 5 B. Figure 10B is a perspective view still further enlarged of
the steam cylinder, and steam chests of Figure 5B and of the valve
shifting engine connected therewith for shifting the main steam valves.
Figure 11B is a sectional view through the line 2-2, Figure 10B.
Figure 12 is an end view of the cylinder head of the auxilliary engine
just under the valve shifting engine, and showing the arrangement of
steam ports for admitting steam to and exhausting it from the auxilliary
engine by means of a valve and stem, of which valve and stem Figure
13B is a side elevation and Figure 14B is a view of the lower face.
Figure 15B is an end view of the piston head showing the slot through
which the valve stem of Figure 13° operates. Figure 16³ is an outside
view of the improved coupling which is used to couple together the air pipes
between the cars. Figure 17° is a longitudinal section thereof illustrative
of the construction and operation of the valves, and Figure 18° shows
a modification of the mode of operating the valves. Like letters and
marks of reference indicate like parts in each of the Figures. Figures 1^
and 2 show merely the relative arrangement of the before-described
parts. On the car a, or what is preferable, at any convenient point on
the locomotive or tender, are mounted an auxilliary engine a¹ with steam
chest a², also a feed-water pumping cylinder c and air pump o, and an
air reservoir d, each of any suitable size or construction.
A. single
piston rod connection e, e¹, may answer for both pumps, or one piston
•

page_text: rod may lead from the auxilliary a¹ to the feed-water pump c, and
another to the air pump o. In either case the operation would be the
same; b is a steam pipe, leading from the locomotive boiler to the
auxilliary engine a¹, a². A water pipe extends from the water tank on
the tender to the pumping cylinder c, and by a piston working therein
water is fed through the pipe c¹ to the boiler. The air pump o has the
usual valves and works on the principle of the ordinary air pump, and
compresses the air into the reservoir d. Each of these cylinders is fitted
with the valves and cocks necessary to its successful operation. From
the reservoir d an air pipe i leads down and back along under the cars
of the train, the communication through the pipe being opened and
closed by a three-way cock h presently to be described. At any con-
venient point on or under each car a brake cylinder m is attached
having a piston working closely therein. A pipe leads from the main
pipe to each brake cylinder m, opening into it behind the piston r.
The piston rod m¹ plays through the opposite end of the brake
cylinder m, and at its outer end may be bifurcated so as to operate
against the brake lever n', or an adjustable bifurcated head n may be set
thereon by a set screw n². The brake lever n' and the brakes connected
therewith may be simple or compound of any known or desirable:
construction. As shewn they are of the ordinary style.
It will be observed that with the construction and arrangement shown
the operation of the feed-water pump and of the brakes is in no way
dependent on the movements of the locomotive, if steam be up water
can be fed into the boiler even when the locomotive is standing, which
end is a desirable one, since it sometimes is far from convenient to run a
locomotive and train forward or back merely to replenish the supply of
water in the boiler, and still more so at other times to slack up a train
for the same purpose. In like manner the operation of the auxilliary
engine a¹, a², may be so regulated, even with the locomotive running at
its highest speed, and with an occasional or even frequent application of
the brakes, that a uniformly constant pressure of air can be preserved in
the reservoir d, the amount of which pressure can be at all times ascer-
tained by the use of a gauge of any suitable construction connected
therewith. The reservoir d being filled with compressed air whenever
it is desirable to apply the brakes, the cock his turned, and the air
rushes along through the pipes i, i¹, into the brake cylinder m, forces
its rod m¹ against the brake lever n', whereby the brakes s are instan-

page_text: taneously applied to the wheels s', and the speed of the train at once
checked. Of course the more the air is compressed in the reservoir d
the more powerful will be its action on the brakes. A spiral spring
arranged in the cylinder m carries the piston of the brake cylinder m
back to the head of the brake cylinder, and the brakes are off. The
length of throw to be given to the brake lever n' may sometimes vary
somewhat, and hence the adjustable head n is used. The bifurcation y;
whether made in the head n or in the stem m¹ is of such depth that if
it be sometimes preferred to operate the brakes by hand the levers n¹ will
not be drawn out of the fork or slot of the bifurcated end, and to
illustrate such use I have shown the ordinary hand brakes / attached.
To provide for longitudinal motion of the cars independent of each other.
in starting or stopping, there is employed between each two cars a
section of air-tight flexible pipe A, made of india-rubber, or india-rubber
and cloth, or other like flexible and air-tight material.
This description illustrates the general arrangement and construction
of the improved mode of operating car brakes and of the apparatus
employed therefor. In that connection I do not limit myself to any
particular form or construction of auxilliary engine, air pump, brake
cylinder or connections, as these details can by the skill of the mechanic
be varied to almost an indefinite extent. But for such uses an improved
construction of engine and air pump has been devised, which I claim by
themselves as parts of this Invention, and these I will now proceed to
describe with reference to Figures 5 to 158, and to the letters of reference
marked thereon.
,
A is the steam cylinder, and B is the pump barrel; the former has a
piston A' (Fig. 8B), and the latter a pumping piston or plunger B'.
These are connected by a stem A² in such a way that at any part of the
stroke they shall occupy corresponding positions in their respective
cylinders. The stem A² is square in cross section, or of other than.
circular shape, so that by passing through a stuffing nut of like.
shape, it, as well as the head A' and plunger B', with which it is
rigidly connected, will be prevented from turning round. Between the
cylinders A, B, is a stuffing box C (Figs. 5 and 6) through which
plays the stem A³. This box is' mortised through transversely at or
near its middle part, and a pair of stuffing nuts c, c, with suitable.
packing enclose the stem A³, the packing faces of the nuts.being.shaped
to fit the stem: These nuts c, c, fit neatly into the mortise of the box C.

page_text: The outer ends c¹ of the nuts are of T shape, so that the projecting
end's c¹ of the T heads shall project up and down beyond or outside of
the mortise. A pair of screw bolts c², c³, are then passed through the
ends c¹ of the T heads, so as to give the nuts c a sufficiently secure hold
on the stem A³. At the same time the several parts are so proportioned
that the nuts c when screwed up shall have a little lateral play, that
is, the distance between the opposite ends c¹ shall be a little in excess
of the thickness of the box C, as shown. I thus prevent any excess of
pressure and loss by friction thereby on either side of the stem A². The
stuffing nut c, c, adapts itself to the pressure, and constitutes a self-
adjusting packing. The steam chest D has a port d for the admission
of steam from the boiler. This chest has a cavity d¹ which connects
the valve seats and ports at its opposite ends. These valve seats a at the
ends are bored out with a slight taper, as shown. Around each valve
seat is bored out an annular cavity d². Through the opposite sides of
each valve seat a are two steam ports a', a¹, which lead from the cavity
of the steam chest d into the annular cavity d³, and thence steam
passes into the cylinder through ports a². The valves e are of conical
form, and operate by a rotary motion closely in their seats a; they
are rotated by a stem e³, which at one end projects through a stuffing
nute and suitable packing; and on its end is a crank e³, through which
the rotary motion is imparted, as presently to be explained. In the
faces of each of these valves e are a series of recesses e¹, which alternate
with another series e³, one series e¹ opening at one end of the valve, and
the other series e² at the other. One of these series e' is for the supply
of steam from the chest d' through the ports a', a², to the cylinder A,
and the other e² for exhausting steam from the cylinder A through
the same ports into steam passages d³, which lead through the cylinder
heads A³, A*, to the exhaust D' on the opposite side of the cylinder A,
whence the steam passes off through an exhaust port d². The valves e
are carefully and accurately adjusted in their seats a by means of set
screws 1, 1³, the one passing directly through the cylinder head A*
(Figs. 5 and 6³), and the other 3 being supported by an arm & and
post (Figs. 5B and 10³). The inner ends of the set screws P, ³, bear
against the ends of the valve stem e³, so that by loosening one and
tightening the other the valves e can be adjusted in their seats readily
and with accuracy. In order to impart the desired rotary motion to
the valves e I use an auxiliary steam cylinder E, which is fitted with a
To furnish this cylinder E with steam a steam
piston E' and rod E³.

page_text: port.c (Fig. 12B) runs from the steam chest D through the body of the
cylinder A, through its outer head As, and there terminates in the port c.
On the opposite sides of the port c are two ports c', each of which com-
municates by a steam passage c³ leading through the head A³, thence
upward through the cylinder base E (Fig. 11³) into the. cylinder E,
one at or near each end, so as to admit steam on opposite sides of the
piston E. To open and close the ports c, c', a rotating disc valve g
(Figures 13B and 14³) is employed, which has a stem g', flat or of
other than circular shape, in cross section, and twisted as in Fig. 135.
This valve g operates in a chamber h (Fig. 11B) in the lower face of
the cylinder base E³. The stem g¹ extends through an opening 9³ in
the cylinder head A³ (Fig. 12B), which opening is merely large enough
to permit of its rotating, and thence through a slit g² in the end of
the piston A¹ (Fig. 15³), in which slit it operates closely, so that. as
the piston moves up and down the twists of the stem g' following the
slit shall give a slight rotary motion to the valve g. These twists
should be at only two points, and at such points as will be acted on at
or near the end of each stroke of the piston A. Below the slit g² the
piston head A¹ and stem A² should be hollow or chambered out to a
depth at least equal to the length of the stem. In the edge of the lower
face of the valve g, right over the ports c, c¹, is a notch i of sufficient
extent to uncover two of the ports c, c', at once, that is, the middle
port c, and alternately one of the side ports c¹. Then as the piston A.'
moves up and down it rotates the valve g, uncovers the ports c¹
alternately, so that steam passes from the steam chest D. through the
ports c², c, c³, alternately into the cylinder E on opposite sides of
the piston E. The stem E2 of this piston is attached by an eye e* to
the crank e on the end of the valve stem e³, so that as the former moves
backwards and forwards the latter will receive a short rotary motion to
open and close alternately the ports a', which lead by recesses e¹, e³, in
the valves e, e, from the steam chest D to the cylinder A, as already
explained. The hole e' of the eye e' is made oblong, as shown in
(Fig. 10B), so that it may shift the crank e³ when the latter passes
outside the line of motion of the stem E. To exhaust the steam from
the cylinder E I use the ports c¹, c¹, alternately as exhaust ports. When
either is cut off by the valve g from communication with the supply
port c it opens into a groove in the lower face of the disc g, which
groove is always in communication with a port c' (Fig. 12B), which
leads through the head A to the main exhaust d³. This exhaust c* is

page_text: made comparatively small, so that the steam shall escape slowly, and
thereby cushion the piston E. It will be observed that the stroke
required in the piston head E¹ is exceedingly short, in fact, barely long
enough to turn the stem e³ and valves e sufficiently to cover and uncover
the ports a¹. I make the head E¹ light, so that it may have but small i
momentum, and I also secure for it a short stroke by running an
additional exhaust port o (Figs. 11B and 12³) from near the middle
of the cylinder E to the main exhaust d³. Then as soon as the piston
head E¹ has passed such port either way the steam behind it is exhausted
so freely that the head E¹ has nothing to carry it further except its
momentum, and even this, little as it is, is taken up by the cushioning
steam in front.
It will now be observed that the steam passes from the steam chest D
along the recesses e¹ of one of the valves, through the ports a¹ along the
annular passage d², to the front of the main piston A¹, giving a throw or
starting it on a stroke: At the same time the exhaust recesses e² of the
other valve coincide with the ports a¹ of that valve seat, so that the
steam in front of the piston passes out into the exhaust. The stroke of
the piston A¹ gives a throw to the valve g, opens the ports for the passage
of steam to the cylinder E, and it, by its piston E¹ and stem E2, rotates the
main valve stem e³ so as to shift the recesses e³, e², of the main valve e,
whereby steam is admitted on to the other side of the main piston A¹ and
exhausted where before it was supplied, and so on alternately and con-
tinuously. In this way motion is communicated to the plunger B¹ of
the pump barrel B. This pump I use as an air pump to compress the
air so as to make it operative by its elasticity in the application of
carriage brakes, or for other uses. The pump is designed for use in an
upright position, as shown in Figs. 5 and 6³. Along one side of it
is an air chamber B2 into which air is supplied through any suitable
port b. On the opposite side is a like air chamber B³ through which and
out at a port b¹, the air is forced through pipes to the reservoir or direct
to the brake cylinders. These side air chambers B2, B3, are extended at
each end into the cylinder heads B and B by chambers n, n¹, n², n³,
bored thereon and air passages 62, 63, extend across through the
heads B, B5, and connect such chambers. The air chambers B2, B3, open
into the cylinder by ports m, m³, at opposite ends. The upper end of the
chamber B2 is bored out so as to give a valve seat on which rests a poppet
valve v, the stems of such valve being such as to guide the valve to its

page_text: seat on to which it falls by its own weight. Directly above this, in the
chamber n² or in a valve box n' adjusted in such chamber, is a like valve v¹,
with stem s¹ operating in a similar manner. The port m comes between
these two valves in the lower end of the chamber B³, or rather in the
chamber n is a valve v² with a stem & falling by its own gravity on to
a seat, and directly above it resting on a seat in the lower end of the
chamber B³ is a like valve v³ and stem 8. A little above this valve v³ is
a stop wo to keep the valve from being driven too far from its seat, The
port m¹ comes between these two valves.
It will be observed that all the valves described are seated by their
own weight and remain seated except when raised by the incoming or
outflowing air. The operation is then as follows:-With the downward
stroke of the plunger B¹ the air is forced out at the port m¹. Its pressure
in escaping raises the valve v³ through which it passes, and thence along
the chamber B³ and out at the port 61. At the same time to supply
what would otherwise be a vacuum above the plunger the air enters at
the supply port b, raises and passes through the valve v, and into the
cylinder through the port m. With the upward stroke of the piston
the air above the piston B' passes out at the port m, lifts and passes
through the valves v', follows the chambers .n², b³, n, B', to the
port 6', whence a pipe conducts it to the reservoir. To furnish a new
supply of air beneath the piston the air rushes in at the supply port 6,
follows the chambers B², n', b³, n³, lifts the valve v², and enters at the
port m, and so the operation goes on continuously.
In many of the features described I do not desire to limit myself to
the exact construction set forth. The valves e may be made cylindrical
instead of conical, and the seats shaped accordingly. Also the same result
may be accomplished, though less advantageously, with a single pair of
recesses e¹, e³, on each valve and a single port a' as with two or more
pairs of such recesses and a corresponding number of ports.. But by the
use of a double set of recesses e', e², the two ports a¹ in each valve e
and the annular chamber & surrounding each valve seat, I provide
for a more perfect balancing of the valves. Also in the construction
of a valve for opening and closing the ports c, c', of the cylinder E, and
in operating the same by means of a hollow piston head and stem, I do
not limit myself to the disc valve g and twisted stem g' described. A
sliding valve of short throw might be made to do the same work by means
B

page_text: .
of the valve stem entering the hollow of the piston head and stem, the
two being so constructed that at any desired part of the stroke of the.
piston A¹ it shall engage some fixed point in or part of the valve stem.
Hence in this connection I claim broadly a piston head and stem made
hollow for the insertion of a valve stem, which latter is to be actuated
thereby.
The form of cock which is preferred for admitting and cutting off the
supply of air from the reservoir d to the brake cylinders m is illustrated
in Figures 3 and 4ª. By an arm h² on one side the case or shell h¹ is
fastened in position. The cock is of cylindrical or conical form, and
has three ports v, w, z, corresponding to which are three ports v¹, w¹, z¹,
in the valve shell h¹. When the cock is turned to the position shown in
Figure 3A, the air flows freely from the reservoir d through the
ports w, w, and v, v¹, the ports 2, 21, being closed. The ports can
obviously be opened to their full capacity and the full power of the
compressed air be applied at once to the brakes, or the cock / may be
turned so that only a small part of their areas of opening shall corre-
spond, in which case the compressed air will pass through more slowly
and the brakes be more gradually applied to the wheels. To let off
or loosen the brakes the cock is turned to the position shown in
Fig. 4 when the third port z opens into the port v' leading to the brake
cylinders, and the port v opens into an exhaust port z¹, communication
with the reservoir d being thereby cut off. The air will now escape
from the brake cylinders m and let off the brakes. By regulating the
size of the corresponding openings of the ports as already described, brakes
can be let off suddenly or slowly, as may be desired. Thus the engineer
has the train entirely under his control, can apply his brakes suddenly
and with great force, or slowly and with a gradually increasing or
decreasing force at pleasure.
It will be observed that each of the air ports thus described measured a
horizontally, has an opening of less than one-eighth the circumference of
the cock or shell in which it is made, or in other words the horizontal
distance between the outer edges of each two adjacent ports in the shell
is greater than the horizontal measurement of the cock ports. Hence,
by another obvious adjustment of the cock h each of its ports can be 3
brought opposite to the solid face of the shell ¹, and all connection
between reservoir d and brake cylinders m will thereby be cut off.

page_text: I wish it to be understood that I do not claim the above-described
construction of cock otherwise than in combination with pneumatic
railway brake apparatus, as described.
Figures 16 to 18° illustrate the construction of couplings and valves
which I employ between the cars to unite the flexible pipes k
(Fig. 1), and so establish a communication between the air pipes i
of the different cars.
'
Among other requirements in such couplings the following are
important:-Ease in coupling and uncoupling the pipes; a union
when they are coupled together sufficiently firm and secure to resist an
ordinary strain, but still not so firm but. that if a car leaves the track
or its coupling with the next car breaks, the pipe couplings may also
separate without injury or damage to any of the working parts, and also
a joint between the coupling as nearly air-tight as possible. The male.
and female parts A, A', are made of any suitable material in any known
way.
In the outer ends of these are fastened the pipe b, b', to form a
connection with the flexible hose required for such purposes. The
barrel a of the female part, and the pipe end a of the male part, are
bored and turned to a uniform size as near as may be consistent with
ease of coupling. The forward end of the male pipe a¹ is turned to a
conical or taper form, as shown at s; a groove is: cut in the conical face
of this taper, and an india-rubber or other flexible elastic packing ring s'
is inserted therein with its face flush or a little above the face of the
conical part s.
In the rear end of the barrel a of the female part a
conical seat of like size and form as the end s is bored out, so that when
the couplings are together an air-tight joint will thereby be secured. But
as a modification of this form of packing, the pipe end a² and the
barrel a may be bored to a true cylindrical form, and the packing ring
be interposed between the end of the pipe a¹ and the shoulder at the base
of the barrel, or such packing ring may be arranged in a groove cut in
either. For convenience in removing or renewing the packing, and also
to secure a better joint, I make air holes from the inside of the pipe a¹
through into a groove under the ring s¹. The pressure of air produced
by forcing the air back through the couplings will then be so great that
the rings will press with immense force against the face of the conical
seat in the base of the barrel a. The valves d, as shown, are of the
ordinary form of wing valves, except that they have stems c which project

page_text: so far forward as to engage and unseat each other when the couplings
are together. When they are thus unseated the body of each valve
occupies about the middle of a chamber d¹ so enlarged as to allow the air
to pass around the valve. Any form of valve will answer for the purpose
described, as for example, a flap valve or a ball valve, provided only the
valve itself or some stem or other device connected therewith shall
project far enough beyond its seat to engage the same or a similarly
operating device of the other valve. As shown, the wings d² act as
guides to guide the valves d to their seats and keep the stems c in line
with each other, but other guiding devices of like function may be
substituted therefor, especially with wing, flap, or ball valves.
It will now be seen that when the couplings described are joined
together the valves d will always be unseated. Then when they are
uncoupled by the breaking of a car coupling, or by a car leaving the
track, the compressed air if already applied will by its pressure behind
each valve instantly seat the valves d so that the brakes will still be
down, and continue so. Hence in the worst form of disasters the brakes
will remain down if once applied. To keep the couplings together when
in use and still allow them to be separated without injury in case of
such an accident to the train, I attach a pair of springs m on opposite
sides of one of the couplings, so that the hooks e on the opposite ends
may be sprung over and catch on the bead e¹. In connection with these
springs m I use an adjustable clamping ring n which embraces them
tightly and is fastened by a screw o passing through the outwardly
turned ends n¹ of the ring n. By loosening this screw the ring end
may be slid forward or back according to the degree of rigidity of the
springs m which sometimes varies, whereby the hooks e on the ends
of such springs are caused to engage the bead e¹, with the degree of
fixedness desired and no more. For ease in coupling and uncoupling
the pipes, which commonly has to be done by hand, I cut away the
beads e¹ at two opposite sides, as at e³, then by rotating the coupling
till the springs m come opposite to such cut away parts e², the hooks e
are slipped on and off at pleasure, when by a reverse rotation they are
brought to the position shown. In Fig. 18° I have shown the valves. d
without the stem c for unseating them as above described, but in lieu
thereof have shown a separate interposed stem c¹, having guiding
wings to guide it and hold it in its proper place in the pipe a¹ in

page_text: which it is to be arranged. The pipe a¹, Fig. 18° may be chambered
out if so desired, or have an arrangement of stops or lugs to limit the
length of motion of the separate stem c¹ and to keep it in place when the
pipes are uncoupled. It will readily be seen than in operation the
valves d will, when the couplings are joined as already described, come
against the stem c¹ and be thereby thrown back off their seats with like
effect, as above set forth. The stem c¹ instead of having wings c² may
be hung or otherwise arranged in the pipe a¹ so as to have a free longi-
tudinal motion within the required limits, and so be held in place
by guides or by its mode of attachment or arrangement that it shall
engage the valves d and unseat them when the pipes are coupled
together, and such construction I claim broadly as a part of the present
Invention.
Having thus described the nature of this Invention, and in what
manner the same is to be performed, as communicated to me by my
foreign correspondent, what I claim is,-
First. The use of an auxilliary engine on a railway train when
combined with an air pump, and pipes leading thence to a brake
cylinder or cylinders for actuating the brakes by atmospheric air,
substantially as described with reference to Figures 1 and 2 of the
accompanying Drawings.
Second. An air reservoir arranged on a railway train in combination
with air pump, auxilliary engine, and brake cylinder for the uses set
forth, substantially as described with reference to the same Figures.
Third. The mode of actuating railway car brakes by the application
thereto of the power of atmospheric air or other compressible elastic
and at ordinary temperatures non-condensible fluid through the
agency of auxilliary engine, air pump, brake, cylinder, and connections,
substantially as described with reference to the same Figures.
Fourth. Combining with said auxilliary engine and car brake
apparatus a feed-water pump so that the last named may be operated
by such auxilliary engine, independently of the movements or action
of the main locomotive engine, substantially as set forth.
Fifth. The air reservoir d with a pipe or pipes i leading to one or more
brake cylinders on or attached to each car with a valve or cock in each
pipe for turning on or off the supply of air arranged substantially as set
forth.

page_text: Sixth. In connection with an air brake apparatus a three-way
cock having ports so arranged that the air may be turned on, off, or
allowed to escape rapidly, or slowly at the pleasure of the operator,
simply by the proper adjustments of the cock itself, substantially as set
forth.
Seventh. A brake cylinder m in combination with a pipe ¹ leading
to the main air pipe i and a piston and stem, the latter actuating
directly or indirectly the brake levers, arranged substantially as described
with reference to Figures 1ª and 2ª.
Eighth. A head n slotted at its outer end adjustably attached to the
piston stem of the brake cylinder and arranged so as directly or indirectly
to actuate the brake lever, substantially as described with reference to
the same Figures.
Ninth. A pair of valves of any suitable form so constructed and
arranged one in the male and one in the female parts of the pipe
coupling described, that when such parts are coupled together such
valves shall directly or through the agency of an interposed device
automatically unseat cach other, and both valves be thereby opened for
the flow of air, substantially as set forth, with reference to Figures 10°
to 18°.
Tenth. In atmospheric car brake couplings a bead e¹ on one part of
the coupling terminating in flattened or cut away parts e in combination
with springs m on the other part of the coupling, such springs m
terminating in hooks e which when the parts are united or coupled
together spring over and engage the beads e¹, substantially as described
with reference to the same Figures.
Eleventh. A clamping ring n adjustable as described in combination
with the devices named in the last preceeding claim.
Twelfth. A flexible elastic packing ring s¹ arranged in the taper
end of the pipe a¹ in combination with a conical recess in the base end
of the barrel a, substantially as described with reference to the Figures
last mentioned.
Thirteenth. A pair of rocking valves e, e, on a common stem, each
valve having two or more recesses e¹, e², such recesses alternating
with each other and opening in opposite directions on the same valve

page_text: substantially as and for the purposes described with reference to
Figures 6, 6BB, and 78.
Fourteenth. A valve seat a having ports a¹ which open into an
annular steam passage d³ in combination with the valve e of the previous
claim, with reference to the same Figures.
Fifthteenth. A piston head and stem made hollow for the insertion
therein of a valve stem, which latter is to be actuated therein and
thereby, substantially as described.
Sixteenth. A steam valve g having a stem g¹ twisted at such points
that entering a slit in a hollow piston head and stem it shall by the
motion of such head and stem be rotated or rocked, substantially as
described with reference to Figures 13B to 15B.
Seventeenth. A groove in the lower face of the disc valve g in com-
bination with the ports c, c', and c³ arranged substantially as described
with reference to Figures 11³ to 14³.
Eighteenth. A central auxilliary exhaust o arranged at or near the
middle of that part of a steam cylinder through which the piston head
operates for the purpose of arresting the stroke of the piston head,
substantially as set forth as illustrated in Figures 11B and 12³.
Nineteenth. A stuffing nut c, c, formed in two or more parts, so
connected together and arranged with reference to the stuffing box, as
automatically to bear with equal pressure on the opposite sides of the
stem, substantially as described and shown in Figure 9³.
Twentieth. The subject matter of the last claim in combination with
a piston stem A² of other than cylindrical form.
Twenty-first. In connection with an air pumping cylinder an air
port m in the air passages leading to and from which are valves v, v¹,
arranged substantially as described so as to be closed by their own
weight, and opened by the pressure of air, as illustrated in Fig. 6B.
Twenty-second. The air inlet passages B2, 63, and air outlet
passages 2, B3, in connection with the air ports m, m³, and valves v, v¹,.
², v³, arranged substantially as described with reference to the same
Figure.
Twenty-third. In combination with the valve stem e³ and valves e
the adjusting set screws 1, 1³, arranged substantially as described and
shown in Figures 5B, 6B, and 10".
.

page_text: Twenty-fourth. The arrangement of a valve shifting steam cylinder
with its axial line at angles to the axial line of the cylinder, the
valves of which it is designed to shift or throw, substantially as set
forth.
Twenty-fifth. I claim the general arrangement and mode of operating 5
of combined steam and air cylinders herein-before described with
reference to Figures 5 to 15³ of the accompanying Drawings.
In witness whereof, I, the said Charles Denton Abel, have here-
unto set my hand and seal, this Tenth day of February, in the
year of our Lord One thousand eight hundred and seventy-one.
1