Engineer's Brake Valve.
Year: 1893

page_text: Date claimed for Patent under Sect. 103 of Act,
being date of first Foreign Application (in 31st Mar., 1893
United States of America),
Date of Application (in United Kingdom), 23rd Oct., 1893
Complete Specification Laft 23rd Oct. 1893-Accepted, 25th Nov., 1893
COMPLETE SPECIFICATION.
Engineer's Brake Valve.
We, HENRY HAGUE VAUGHAN, Engineer, and MARTIN E. MUKEE, Mechanic,
both residing in the City of St. Paul, in the County of Ramsey, State of
Minnesota, one of the States of the United States of America, do hereby declare
the nature of this invention, and in what manner the same is to be performed to be
particularly described and ascertained in and by the following statement, reference
being had to the accompanying drawings:-
Our invention relates to fluid pressure railway brakes; and has for its object to
provide an improved engineer's brake valve.
The especial purposes had in view, as well as the exact nature of our invention,
will appear from the statements of fact and the detailed description of mechanism
hereinafter given; and the novel features of the construction will be defined in the
claims.
While capable of a more general application, our invention was especially
designed for use in automatic air brake systems of well known standard types,
such as the Westinghouse System, New York Air Brake Company's system, &c.
The construction of the type of air-brakes above referred to and the principles
of their operation are well known.
It is desirable, however, to call to mind several of the salient features of the
said systems, in order to distinctly bring out the purposes and construction of our
improved engineer's valve.
As is well-known, the auxiliary reservoirs are normally in communication with
the train-pipe; and both are, of course, charged with the same pressure, which is
ordinarily seventy pounds.. The charge is given, from the main reservoir on the
engine, through a reduction valve, which is ordinarily set to give a reduction of
twenty pounds. In other words, the main reservoir is ordinarily charged to
ninety pounds by the pump, under the control of a governor valve, normally in
communication with the train-pipe, which automatically stops the pump whenever
the maximum train pipe pressure of seventy pounds is reached.
The brakes are applied throughout the train, by a reduction of pressure in the
train pipe; which reduction causes the triple valves to, first, shut off the auxiliary
reservoirs from the train-pipe, and, then, to open the said reservoirs to the brake
motors, thereby setting the brakes.
The proportions of the brake motor cylinders and the auxiliary reservoirs are
such that when the brakes are set to maximum pressure in so called service applica-
tions, the equalizing action between the two, under expansion, will reduce the
original pressure of the auxiliary reservoir to fifty pounds, or give a twenty pound
reduction.
Hence, the maximum effective reduction in the train-pipe for braking purposes,
is twenty pounds. Any further reduction simply bleeds the train pipe. Within the
range of twenty pounds, the power with which the brakes will be applied is
dependent on the amount of reduction in the train pipe.

page_text: The above remarks apply especially to service applications of the brakes, where
the reduction should be gradual.
The so-called "quick action triple valve" with which the most improved brake
systems are now equipped, is so constructed that, when an extremely sudden
reduction is made in the train-pipe, of say ten or twelve pounds or more-in
addition to opening the brake cylinder to the auxiliary reservoir, as hitherto
noted it will open the same to the train pipe direct, giving what is called "the
emergency action."
Under this emergency action, the joint pressures of the train
pipe and auxiliary reservoir are delivered on to the brake motor piston, giving an
effective pressure of sixty pounds on the piston, from seventy pounds reservoir
and train pipe pressure, or about twenty per cent. greater than from a service
application.
This emergency action is practically instantaneous and simultaneous throughout
the entire train; and produces great strain on the car couplings and running gear.
Hence, as its name indicates, it should be restricted to cases of emergency.
"
The reductions in the train pipe, both for the service and the "emergency
applications, are controlled by a graduating discharge valve called the "engineer's
brake-valve." This engineer's valve, is located intermediate the train pipe and
main reservoir on the engine, and is provided with a hand lever, positioned in the
cab within easy reach of the engineer.
The engineer's brake valve also controls the release of the brakes; and, when
moved into its releasing position, will admit air direct from the main reservoir to
the train pipe, thus increasing the pressure in the train pipe. This increase of
pressure in the train pipe, will, through the instrumentalities of the triple valves,
above referred to, reopen the passages from the train pipe to the auxiliary
reservoirs, permitting the same to be recharged, and, at the same time open the
brake cylinder to exhaust, allowing the air in the same to escape into the atmosphere,
thus releasing the brakes.
In a word, the entire system is under the control of the engineer through
his brake valve; and the several positions assumed by the said valve, for
performing the several different required functions are known respectively as the
"running" or normal position, the "lap," or closed position of all passages, "the
service application positions," the " emergency position" and the "releasing
position."
With the foregoing statements in mind, our invention may be readily understood.
Briefly stated, as one broad feature of our invention, we combine with the train
pipe and valve mechanism for opening and closing the exhaust therefrom, a con-
troller, for effecting the exhaust closing movement of said valve mechanism,
comprising a chamber, charged with fluid under pressure and closed during exhaust
from train pipe, and a movable body, such as a piston, subject to the train pipe
pressure on one side and to pressure from said chamber on the other, which movable
body, under the reducing pressure in the train pipe, will be compelled to move by
the pressure from said closed chamber and may be made to effect the exhaust
closing movement of said valve mechanism.
As another broad feature of our invention, we provide a valve mechanisin having
a pair of valves, one of which may for convenience, be called the "exhaust
opening valve," and the other, the "cut-off valve," the former of which is adapted
to open the train pipe to exhaust and may be variably set in advance, in different
predetermined positions for corresponding reductions; and the latter of which, is
under strain or tension and adapted to follow, under the reducing pressure in the
train pipe, to automatically cut off the exhaust whenever the corresponding set
reduction has been reached. In other words, our valve mechanism is adapted to be
set, for any desired reduction, and the exact reduction necessarily follows without
any further attention.
No pressure guage is required.
In the preferred form of our invention, the exhaust opening valve has an exhaust

page_text: brake, of such restricted cross section that the escape is limited; so that the
reduction must be gradual.
Our mechanism is illustrated in the accompanying drawings :-
Figure 1 is a longitudinal vertical section, of the entire valve mechanism, con-
structed in accordance with the preferred form of our invention, taken on the
section line XX' of Figure 3.
Figure 2 is a vertical cross section taken on the line Y Y¹ of Figure 1, looking
toward the right.
Figures and 4 are plan views of the valve mechanism, some parts being
removed and others being broken away.
Figure 5 is a bottom view of the exhaust opening valve detached.
Figures 6A 6B 6C and 6º are a series of diagrammatic views, illustrating the
different positions of the exhaust opening valve, on its seat, the engaging face of
said valves being shown hatched.
Figure 7 is a diagrammatic view, partially in side elevation and partially in
longitudinal vertical section, illustrating a modified form of the valve mechanism.
Figure 8 is a bottom view of the exhaust opening valve used in connection
with the modification illustrated in Figure 7, and Figure 9 is a diagrammatic
view of the same, illustrating the normal or running position of said valve on
its seat.
Figure 10 is a view, in vertical longitudinal section, some parts being broken
away, illustrating still another modification of the valve mechanism.
Referring to Figures 1 to 6" inclusive, a is a main casting formed with a
cylinder chamber a', a closed storage or equilibrium chamber a³ and a seat a for
the exhaust opening slide valve b. The said valve and valve-seat are covered, by
an ordinary air chest a*. c is the cut off or follower slide valve supported by
runways a, working against the face of the exhaust opening-valve b, and movable
to and fro in the main port a of the valve-seat a³.
The cut off valve c is connected by a pivoted lever c¹ with a piston rod c³ working
in the cylinder chamber a¹. On the left side of the piston rod c, the cylinder a²
is in communication with the train pipe (not shown) through the union pipe
section ; and, on the right side of said piston, the said cylinder a' is in
communication, through a passage a', with the equilibrium chamber a².
The air-chest a is normally in communication with the main reservoir (not
shown) through a port f, in the valve seat a³, and through the union pipe
section s'.
✓ is a feed-port from the valve-seat a³ to a passage f³, and fitted with the
standard reduction or 66 excess pressure "valve, which passage f leads to the
cylinder chamber a', entering below the mouth of the port a, and thence, through
pipe d, to the train pipe.
a is the exhaust passage from the valve seat as to the atmosphere, normally
closed by the valve b.
b is the limited discharge or exhaust passage through the body of the valve b,
which co-operates with the cut off valve c, in the service applications, and is
Dorinally closed by the valve-seat u³.
is a large exhaust passage in the valve b, which, by an extreme movement of
the valve, may be made to open the main port a to the external exhaust port a³,
for emergency use. In all other positions of the valve b, this passage 6³ is closed
by the valve-seat a³.
is a port in the valve-seat a³ communicating, through a passage c*, with the
cylinder a' on the right side of the piston c².
The valve & has a stem & passing out through a stuffing box to a hand-lever b',
having a spring-latch & engageable with a graduated notched segment b', the
otches of which correspond to the different positions which the valve b may take.
As is obvious, in lieu of the equilibrium chamber, enclosing the volume of air
gainst the valve controlling piston, in opposition to the train pipe pressure, a
pring might be employed.

page_text: will always be charged to a pressure equal to that in the train-pipe, regardless of
any variation in the so called normal or maximum train-pipe pressure.
OPERATION.
The exact relation of the valves b and c, to the air passages above noted, will be
developed in tracing the operation, which may be done, by reference to the
drawings, especially to Figures 1 and 6^ to 6" inclusive.
1st. In the running or normal position, as shown in Figure 6ª, the port f³ is
open to the port f, thus admitting air from main reservoir to feed, through the
reduction valve f, to the train pipe, for charging the auxiliary reservoirs (not
shown) and the cylinder chamber a'; and the port c is open to the main port a³,
permitting the air to flow from the left end of the cylinder a¹, through passage c',
to the right end of said cylinder and thence through passage a to the equilibrium
chamber a³, giving equal pressures on both sides of the piston c, which will normally
stand as shown in Figure 1.
2nd. In lap position, as shown in Figure 1, all the air passages are closed or
blanked with the exception of the port, which admits main reservoir pressure to
the air chest a. This is the position into which the valve is thrown for "double
heading," for making repairs without losing main reservoir pressure, &c. &c.
3rd. In any of the service application positions, as shown in Figure 6³, the valve
passage will open the exhaust from the train pipe, through the main port aº, to
the external exhaust a³. The port f2 will be covered; and all communication
between the train pipe and main reservoir will be shut off thereby ; and, at the
same time, the port is also covered, shutting off the equilibrium chamber a² from
the train pipe, and rendering it a closed chamber, which is, at this time, charged
with train pipe pressure.
Hence, as the reduction takes place in the train pipe and cylinder chamber a¹,
the pressure of the air confined in the equilibrium chamber a will force the
piston toward the left, to preserve the equilibrium on its opposite sides. The
piston c³, in its movement toward the left, will through the lever c', move the cut
off or follower valve c toward the right. Hence, if the notched segment 67 had
been properly graduated with relation to the movement of the piston c³, for definite
predetermined reductions in the train pipe; then, the very instant that the
reduction is reached, for which the valve lever was set on the segment 7, the cut
off valve c will have been moved so as to close the valve discharge passage &¹ and
cut off the exhaust.
с
It is obvious, that the further the valve b is moved toward the right, in advance
of the follower or cut off valve c, the greater will be the movement of the piston
rod c³, toward the left, and of the follower or cut off valve c toward the right; and
the greater the consequent reduction in the train pipe pressure.
From the foregoing, it is obvious that all the engineer has to do, in service
applications, is to set the lever 6 with its spring latch in the proper notch of
the segment b', provided for the predetermined desired reduction, or effective power
on the brakes. The range of reductions for service applications, is from about eight
to twenty pounds. Within this range, in virtue of the limited discharge passage in
the valve b, the reduction in the train pipe will be at the same rate, regardless of
the total amount of reduction, and hence, under service applications, the emergency
can never be unintentionally set; and, of course, owing to the action of the cut off
or follower valve c, the train pipe cannot be bled, in any service application.
4th. In the emergency position, as shown in Figure 6c, the valve b and valve-
lever b, are given their extreme throw toward the right, and the emergency
exhaust passage of the valve b, will open the main port a directly to the
external exhaust a, giving the instantaneous discharge from the train pipe and
causing the emergency action of the brakes. In the emergency position of the
valve ō, all other passages, except those above named, are closed.

page_text: To insure the free exhaust necessary for the emergency action, regardless of the
following movement of the cut off valve c, the said cut off valve c is narrower than
the emergency exhaust passage b' and the main port a³, and hence will not close
the same under its following movement.
5th. In the releasing position, as shown in Figure 6º, the valve lever 65 and the
valve b, are moved to the extreme left.
In this position, the main reservoir is thrown into direct communication with the
train pipe, through the opened main port a, air chest at and port f; thereby
recharging the train pipe and auxiliary reservoirs and releasing the brakes.
In this recharging of the train pipe and auxiliary reservoirs, the pressure in the
main reservoir will be reduced below the maximum train pipe pressure of seventy
pounds, but the pump will continue to act until the seventy pounds pressure is
reached in the train pipe, when the pump will be stopped by the governor valve.
In the releasing and recharging position of the valve b, as above noted, the
passage from the right end of cylinder a¹ and equilibrium chamber a² will be
open, through port and valve passage to the external exhaust a³, thereby
permitting the train pipe pressure in the cylinder a' on the left side of the piston c*
to return the same toward the right into its normal position.
In the modification shown in Figures 7, 8 and 9, the principles therein involved
are substantially the same as those set forth above, in connection with our preferred
form of the valve mechanism.
This modified construction is herewith shown simply to illustrate the fact that
our valve mechanism may readily take the rotary form.
In this modification, the modified parts, corresponding to similar parts in the
preferred form, are designated by the capital letters of the same characters
marked with the same powers. In this construction, the port C³ and passage C
leading to the equilibrium chamber a² are open to the train pipe in the "running
position," and to the exhaust port a, in the "releasing position," by a pair of
cavities m and n, respectively.
In the running position, (as shown) in Figure 9, the cavity m forms a com-
municating passage between the said port Ca and the main port A' from the train
pipe, while in the releasing position, not shown, the cavity n opens communication,
between the said port C³ to the exhaust opening A³.
The cut off valve C is carried directly by the piston lever C', pivoted at the
axial center of the exhaust opening valve B.
The operation of this valve mechanism, as an entirety, is substantially the
same as that of our preferred form, and a further description thereof is not
deemed necessary.
Referring to the modification, illustrated in Figure 10, this construction is
herewith shown, to further illustrate the fact that the exhaust opening and
exhaust closing valves and their co-operating exhaust passages in the valve sent,
may take various forms, without departing from the broad principles of our
invention.
In this construction, the exhaust opening valve is provided with a large
exhaust opening cavity r', which co-operates with a series of exhaust port
openings s and extending through the valve seats, from the cylinder a'; and
also with the external exhaust port s³, opening from the said valve seat to the
atmosphere.
will
In service applications, the valve is moved so that the exhaust cavity
uncover and form a communicating passage between one or more of the exhaust.
passages s, and the external exhaust ports; while, to apply the emergency action
of the brakes, the said valve r is given an extreme movement to the right, which
causes its exhaust cavity to open all of the ports s and also the port s', to the
external exhaust s³.
:
In this construction, the cut-off valve c works on the underside of the valve
seats, and is adapted to follow the primary or exhaust opening valve r, and cut
off or close the particular exhaust openings s, which have been opened thereby,

page_text: when
the proper realiction has taken place in the train pipe. Otherwise, the
construction and operation of this modification are the same as that set forth in the
description of our preferred form.
As is obvious, various other alterations in the details of construction of our
"engineer's brake-valve" might be made, without departing from the spirit of our
invention.
It will also be understood that the principles of our valve mechanism, as
herein set forth, while shown and described as embodied in an "engineer's brake
valve," may be readily incorporated into valve mechanism, suitable for general
use, wherever it is desired to make graduated reductions of pressure in a fluid
containing vessel.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is :-
1. The combination with a train pipe or other receptacle containing fluid under
pressure, of valve mechanism, for opening and closing the exhaust from the
same, adapted to be set for the desired reduction, and a controller, for effecting
the closing movement of said valve inechanism, comprising a chamber, charged
with fluid under pressure and closed during exhaust from said train pipe or
other receptacle, and a movable body subject to train pipe pressure on one side
and to opposing pressure from said closed chamber on the cther, whereby, under
the reducing pressure in the train pipe, the said body will move and cut off the
exhaust, whenever the set reduction is reached, substantially as described.
2. The combination with a train pipe or other receptacle, of a discharge port
for the same, and a graduating discharge valve mechanism controlling said port
and consisting of a primary or exhaust opening valve adapted to be set for a
desired reduction of train pipe pressure, and a follower or cut-off valve co-operating
with said primary valve and controlled by pressure from said train pipe or
receptacle to automatically stop the discharge when the set reduction is reached,
substantially as described.
3. The combination with a train pipe or other receptacle, of a graduating
discharge valve mechanism, comprising a primary or exhaust opening valve
adapted to be set for the desired reduction, a follower or cut off valve, a
controller, for said cut off valve, consisting of chamber, charged with fluid
under pressure and closed during exhaust from train pipe, and a movable body
subject to train pipe pressure on one side and to pressure from said closed chamber
on the other, and provided with connections to said cut off valve, whereby said
body and cut off valve will move, under the reducing pressure, and cut off the
exhaust when the set reduction is reached.
4. The combination with the train pipe, of the primary or exhaust opening
valve adapted to be variably set in advance for any desired reduction, the
follower or cut off valve, the equilibrium chamber, charged with train pipe
pressure and closed during exhaust from train pipe, and the movable body, with
connections to said cut off valve, subject to train pipe pressure on one side and to
pressure from said equilibrium chamber on the other, substantially as and for
the purposes set forth.
5. The combination with the train pipe, of the primary or exhaust opening valve
adapted to be set in advance, for any desired reduction, the follower valve, the
equilibrium chamber charged with air under pressure, a valved passage between
said chamber and the train pipe or air supplying receptacle, controllable by the
movement of said primary valve and constructed to be opened in the "running
position" and to be closed in the "service positions" of said primary valve, and
a movable body connected to said cut off valve, subject to train pipe pressure on
one side and to pressure from the confined air in the equilibrium chamber, on
the other, substantially as and for the purpose set forth.
6. The combination with the train pipe, or other air supplying receptacle, of

page_text: valve mechanism, comprising the primary or exhaust opening valve adapted to be
set in advance for any desired reduction, the follower or cut off valve, the
equilibrium chamber, a fluid passage from said equilibrium chamber to the seat of
said primary valve, the construction of said primary valve being such that said
passage to the equilibrium chamber will be open to the train pipe in the "running
position," closed in all "service positions," and opened to exhaust in the "releasing
position," and the movable piston connected to said cut off valve, subject to train
pipe pressure on one side and to the pressure from the equilibrium chamber on the
other, substantially as and for the purpose set forth.
7. The combination with the train pipe or other receptacle, of valve mechanism,
comprising the primary or exhaust opening valve provided with the restricted
exhaust port.in gradual reductions, the equilibrium chamber charged with air
under pressure, and a movable body, connected to said cut off valve, subject to
train pipe pressure on one side and to the pressure of the confined air in said
equalizing chamber, on the other, substantially as described.
8. The combination with the train pipe of the valve mechanism, comprising the
primary or exhaust opening valve provided with the restricted exhaust opening
and the large emergency exhaust opening, the cut off valve co-operating with
said restricted exhaust opening in the "service positions," and exhaust ports, in
the valve seat, co-operating with said emergency port in said primary valve, in
the emergency application, the equilibrium chamber charged with air under
pressure, and a movable piston connected to said cut off valve, subject to train pipe
pressure on one side and to the pressure of the air confined in the equilibrium
chamber on the other, substantially as and for the purpose set forth.
9: The combination with the primary or exhaust opening valve, adapted to be
set in advance in different predetermined positions for corresponding reductions,
of a graduated lock-plate marked to indicate the different positions of said exhaust
valve, a manual valve setting device co-operating with said lock-plate, the
cut-off valve, and the automatic controller for said cut off valve, substantially as
and for the purpose set forth.
10. In a valve mechanism of the class described, the combination with the
primary or exhaust opening valve b, having the restricted exhaust port 6', of
the cut off valve c working on the face of said valve b and co-operating with the
port 6, the casting a, comprising a cylinder a¹ and the equilibrium chamber a², in
communication with each other, the piston working in said cylinder a¹, subject
to the train pipe pressure on one side and to the pressure of the air confined in
the equilibrium chamber on the other, and having connections to said cut off
valve c, substantially as and for the purpose set forth.
Dated at Minneapolis Minnesota USA October 9th 1893