Means and Apparatus for Electrically Working Vacuum and Air Pressure Railway Brakes.
Year: 1899

page_text: www
Complete Specification Left, 23rd June, 1900—Accepted, 22nd Sept., 1900
Means and Apparatus for Electrically Working Vacuum and Air
Pressure Railway Brakes.
We, SIEMENS BROTHERS & Co., LIMITED, of 12, Queen Anne's Gate, West-
minster, S.W., Electrical Engineers, do hereby declare the nature of this inven-
tion (as communicated to us from abroad by Siemens & Halske Aktien Gesells-
chaft, of Markgrafen Strasse No. 94, Berlin, S.W., Germany, Electrical Engineers,)
to be as follows:-
When ordinary brake apparatus such as vacuum brake apparatus and com-
pressed air brake apparatus is to be employed on trains that are propelled by
electric motors instead of by steam, special arrangements have to be provided
whereby the existing brake apparatus can be actuated by the agency of an electric
current.
The present invention relates to means and apparatus for this purpose.
The arrangements hereinafter described are applicable for all kinds of automatic
vacuum brake apparatus, as also, with some modifications, for the automatic
compressed air brakes such as the Westinghouse, Schleifer, and other brakes.
By means of such apparatus also the simple non-automatic' vacuum brake ap-
paratus can be readily actuated. The combined arrangement is applicable not
only when the train is propelled by a single electric locomotive at the end thereof,
but also in those cases where there are several care, of the train provided with
their own electro-motors.
In the latter case, which causes most difficulty, all the motor carriages of the
train are preferably provided with the same arrangements, so that each one
thereof may be applied at the end of the train, and it is quite immaterial how
many motor carriages are to be combined in the one train.
Between the motor carriages, there are carriages without brake apparatus in-
troduced, but these must be provided with the necessary tubular conduits and
electrical conductors.
For producing the vacuum or compressed air there is employed on the ordinary
steam locomotive in the one case an injector, and in the other case an air com-
pressing pump. In the case of an electric locomotive there is provided an
electrically driven suction pump or compressing pump, and in the event of there
being several motor carriages, each of these is provided with a similar pump.
Both for the electric locomotive as also for each motor carriage with brake ap-
paratus the electrical installation for actuating the brakes consists of the follow-
ing parts, which are shewn at lig. 1 of the accompanying drawings.
I. The above mentioned air suction or compression pump with its motor L M.

page_text: 3. The regulating resistance R,
4. The emergency cutting-off switch N,
5. The pressure regulating valve dv,,
6. The continuous brake circuits dl, w, v.
Before the combined action of the above mentioned parts is described, we will
refer to each part separately.
No. 1. DRIVER'S BRAKE VALVE.
No alteration is made in the valve apparatus by means of which the driver
effects the putting on or the taking off of the brakes in the system of vacuum
or air pressure brakes employed at the present time. On the other hand, in "those
arrangements which heretofore were employed for regulating the steam supply,
the necessary alteration is made for enabling the electric working to be substi-
tuted.
In the following will be described a type of driver's brake valve which is applic-
able both to working with an electric locomotive and for working with trains-
having motor carriages. The working trains with motor carriages require that each
motor carriage shall be provided with a brake valve which is so arranged that
it can be employed for controlling the brakes of the train, but which is never
used simultaneously with another brake valve on the train. The one brake valve
must in all cases prevent the simultaneous use of any other brake valve.
Some modifications are also required to be made in the carriage at the front
of the train for the normal working, in order that it may be rendered applicable
for controlling the train. These alterations must be effected rapidly, if possible
by a single manipulation, without the driver requiring to consider the matter.
The arrangement of the brake valve must also comply with these requirements.
The cock or slide valve body K which oscillates, turns on the centre C and is
acted upon by the spring f¹ so as to be brought into that position which with
vacuum brakes corresponds to the position for "running," with air pressure-
brakes the position for "taking off" and "charging" the brakes; a further
motion in the direction of the arrow 1 is prevented by the stud and the stop a.
Also, the switch levers which is mounted loose on the axis C is maintained in
the position II by the action of the spring f³, in which the current supply over
Im is interrupted.
The extension st of this lever beyond the pivot C moves during the said motion
between two arc-shaped slotted pieces sch and projects with the small piece y
beyond this.
On the extension st of the lever; which is formed as a pin, is fitted the handle h
having a corresponding socket which, in the position II shewn on the drawing,
can only be fitted over the projecting piece y, as the studs bb projecting laterally
from the handle h come in contact with the slotted piece sch and prevent h from
being fitted farther on the lever.
By means of the handle thus fitted, 7 m can be closed through a starting re-
sistance wa by turning it in the direction of arrow 2. If the driver's brake valve
only serves for actuating one pump motor, the starting resistance is only re-
qquired for one motor. If, on the other hand, it serves for several pump motors.
the resistance must be made corespondingly stronger. The starting resistance wa
can be dispensed with and replaced by a simple switch, if the automatic closing
and opening switches aa for the pump motors are combined with starting re-
sistances, or if for starting no starting resistance is considered necessary. When
once the position II II is reached, then the radial slot of the two slotted pieces
sch liberates the studs b b of the handle, so that the handle can be pressed down-
wards in order to engage its finger F with the notch r in the body of the valve K;
thus coupling the valve with the switch S.

page_text: In the position II II of the handle the brake valve K will not have altered
its ordinary position, but the switch S will have closed the electric supply circuit.
In consequence hereof, all the pump motors that are connected to the continuous
electric brake conductor will be started and produce either vacuum or air
pressure. As, vacuum or air pressure in the train pipes keeps the brakes out cr
action, the position II II can consequently be designated position for "running"
for vacuum brakes, or position for charging and taking off the brake" for air
pressure brakes. If the handle is moved in the direction of arrow 3, that is,
from the position II II towards the position I I, the handle studs b b slide in the
curved slots t t whereby any drawing off of the handle in any intermediate
position, as also in the position I I, is rendered impossible. By this motion the
switch S, by the aid of the starting resistance wa switches off the motor gradually,
while at the same time the rotary slide changes its position. In the position MM,
in which the opening of the train pipe commences, the pump motors are already
stopped.
The farther the handle is moved from the position M M towards I I, the
greater will be the opening of the train pipe, that is to say, the more energetic
will be the braking action produced; the position M M is therefore indicated as
commencement of braking."
The above described arrangement of the driver's brake valve is sufficient if
the train is propelled by an electric locomotive.
In the case of a train with several motor cars having similar brake apparatus,
an alteration is required in the switch connection on the leading carriage. This
is effected automatically during the putting on of the handle. The shorter
arm of the elbow lever k pivotted at c and always held in the position shewn
by the blade spring f, closes the above described radial slot z. On fitting on the
handle, the pins & thereof press the arm downwards whereby also the long arm
is jerked to the right, thus bringing the switch G into the dotted position by
means of the stud p, in which position the regulating resistance is included in the
circuit. As soon as the handle pins are brought out of the radial slot into the
curved slot during the slight turning to the right hand of the handle, they also
free the short arm of the elbow lever again, whereupon this is again jerked
back to its original position by the spring f³. On taking off the handle the pins b
raise the arm . By this means the long arm is made to move to the left.
strikes against the stop which has been moved from q to q¹ by the application of
the handle, and brings the switch G back into the position IV, whereby the regu-
lating resistance R is again cut off.
The above described arrangement is only applicable for the automatic vacuum
brakes of whatever arrangement: also for the automatic air pressure brakes with
a continuous train pipe in electrically worked motor carriage trains. With air
pressure brakes, the arrangement with electric locomotive and with motor
carriages provided with two train pipes, are employed, as will be hereinafter
described. In this case the pumps do not directly supply the train pipe dl, but
one or more intercommunicating main air reservoirs, from which latter the
supply of the train pipe is effected. For both arrangements an alteration of
the brake valve requires to be made which is shewn in Fig. 1, to be now described.
In this figure the general arrangement is not altered; but the stopping of the
pump motors is not effected, as in Fig. 1, at the beginning of the braking, but
only after the emergency brake position II is in the end position 00 of the
switch lever S, which position, however, cannot be reached when the brake valvo
lever is fitted on. The pump motors can, therefore, only be stopped by the re-
moval of the handle, or started hy the fitting on of the handle. This modification
is advisable for the automatic air pressure brakes with two train pipes, or for the
automatic air pressure brakes with an electric locomotive train, because the pumps
do not supply the train pipe but one or more air reservoirs, and are consequently
automatically put in and out of action when the necessary pressure has been
produced in the reservoir,

page_text: 2. THE AUTOMATIC CONNECTING AND DISCONNECTING SWITCH FOR AIR PUMP
MOTORS (aa).
The automatic connecting and disconnecting switch has for its purpose to
automatically break the circuit to the pump motors as soon as a certain vacuum or
a certain air pressure has been produced in the train pipe by the pumps, and to
automatically close the circuit again as soon as the vacuum or the air pressure
has sunk to a certain extent.
The limits within which the connecting and disconnecting is effected can be
accurately adjusted by regulating the tension of a spring or by varying the lever
ratio.
The automatic connecting and disconnecting switch can also be combined with
a starting resistance for the motor in order that the current may not rise too
high on connecting up. This is, however, not important, and it is not further
referred to in the description or drawing.
3. THE REGULATING RESISTANCE R.
The regulating resistance R is automatically included in the circuit by the
application of the handle to, the brake valve by means of the switch G parallel
to the automatic connecting and disconnecting switch (as described under 1).
The regulating resistance R has for its purpose to allow a pump to continue work-
ing even after the stopping of the motors by means of the automatic disconnecting
switch, but with a regulatable reduced speed, this arrangement being on the pump
of the front motor carriage when the train is worked by these. Such a continu-
ence of the working of the pump serves to replace the loss of pressure or vacuum
by leakage.
4. THE EMERGENCY DISCONNECTING SWITCH N.
The emergency disconnecting switch N, Fig. 1, has three positions:
1. The position X Z (normal position of all the motor cars of the train).
2. The position Z Y into which the switch of the leading motor car must be
brought if its pump is to continue running, or if the motor becomes inefficient.
3. The position X Y, that is to say, the position of the switch on that motor
car whose pump or pump-motor is put into action to replace the damaged one.
With trains having electric locomotives this emergency switch is dispensed with.
5. THE PRESSURE REGULATING VALVE d v.
The pressure regulating valve belongs, properly speaking, to the mechanical
brake devices. It is, however, referred to here because its presence together
with the automatic disconnecting switch aa on the leading motor car is necessary
in order that with the vacuum brake no greater vacuum may be produced than
s desired, that is to say, only the air which has leaked into the train pipe is
removed, while any excess is equalised by the introduction of air. With the
air pressure brakes, the loss of pressure is made good by means of the pressure
regulating valve de which admits air pressure from the higher air pressure stored
up in the main reservoir.
6. THE CONTINUOUS BRAKING CIRCUITS.
From the continuous electric braking circuits branch leads past at all the
motor cars to the pump motors, the other pole being connected either to the rails
or to a return lead. As soon, therefore, as the circuit is connected with the
current supply by means of the brake valve switch in the front motor car, all
the pump motors of the train receive current.
With locomotive train with vacuum brake system the circuit is limited to
the locomotive, while if the locomotive and the train have an air pressure brake
system, a disadvantage arising from this arrangement, which will be presently
dealt with, is obviated by a somewhat modified arrangement of the return lead.

page_text: "
"
This disadvantage consists in that the opening of the cocks of the train pipe may
be easily overlooked when coupling the cars together, in which case the train
will leave the station without the brakes situated behind the closed cock being
in communication with the train pipe. This disadvantage is most. serious if the
train pipe cock of the locomotive or of the first car remains closed, as in that
case all the brakes will remain out of action. In the case of locomotive pro-
pulsion, the arrangement is therefore made as shewn at Fig. 2, wherein by means
of the simultaneously actuating switches which are coupled with the train
pipe cocks, the continuous return lead w from the pump motor to earth or return
rail is opened or closed when the irain pipe cocks are in the "closed" or open
position. By this means even if only a single train pipe cock in the train has
been omitted to be opened, the return lead remains interrupted, and conse-
quently the pump motor cannot be set in motion before starting the train, for
the purpose of taking off the brakes thereof, until all the train pipe cocks with
the exception of that on the locomotive and at the rear end of the train, aro
opened. If this is the case, then the air pressure can pass from the main reser-
voir of the locomotive to the last carriage, and as, according to what has been
above stated, the switches are closed in the open position of the train pipe
cocks, the motor return lead we will also form a continuous electric circuit passing
through the entire train to the rear carriage, and which is only connected with
carth or return rail at such rear carriage by means of a special hand switch ha.
Such a hand switch must be provided on each carriage that is to be employed as
end carriage. An incorrect position of this hand switch on the end carriage will
have the result that the pump motor will not be started. If, however, the hand
switch situated on an intermediate carriage of the train is in an incorrect position
that is to say, in the closed position, there will be a connection of current with
earth or with the return rail. This has the effect that it is indifferent for the
starting of the pump motor whether the carriages behind this particular one in
the train have their train pipe cocks in correct position or not. Consequently,
with this arrangement the danger of running with switched-off brakes is not
entirely prevented, but only its probability is reduced, as it will not very often
occur that in a train worked electrically there will be contained several end
carriages.
For the complete prevention of the danger, the arrangement shown at Fig. 2
of the above mentioned switch ha which is dependent on the closing signals,
inust be provided. The switch ha is closed by a placing of the closing sig-
nal schs, and on removing this, it is again opened.
When working with several motor cars and air pressure brakes, as at Fig 3.
there is employed in addition to the above described arrangement for locomotive
trains, a similar arrangement and leading of the continuous brake circuit r
through the coupling cock-switch. For vacuum brakes the above arrangement
is not necessary as there are no train pipe cocks. In addition to the automati-
cally actuating vacuum brakes, the non-automatic arrangement thereof is fre-
quently employed in some countries. The essential feature of the simple vacuum
brake consists in that, contrary to the action of the automatic vacuum brake,
the application of the brakes is effected by exhaust, while the removal of the
brakes is effected by the destruction of the produced vacuum. During the run-
ning, the train pipe and the current lead to the pumps must be open, that is,
in the position I I, Fig. 1, which, in the automatic vacuum brake, indicates the
extreme braking position. For braking, the train pipe must be shut off,
and the current circuit to the pumps be closed, in order that these may produce
the necessary vacuum for braking. This is effected in the position II II of the
driver's brake valve, which position is indicated for the automatic vacuum brake
with "running position." It is therefore, only necessary to effect a change of the
designation of the brake valve positions, in order to be able to use the arrange-
ment of the brake valve for the automatic brakes for trains that cannot employ
automatic brakes. The brake cylinders of the automatic brake can be converted

page_text: by means of a reversing cock to cylinders for non-automatic braking, which
arrangement, however, has nothing to do with this invention.
MODE OF ACTION OF THE ARRANGEMENT.
A. Working with an electric locomotive or a motor car with carriages attached
thereto having continuous automatic vacuum brakes.
Fig. 4. Driver's brake valve without switch G, no continuous electric brake
conduit.
Starting of the pump is not possible without the handle. If the handle is
fitted on in the position I and is moved towards II, then by means of the starting
resistance wa, the pump will be gradually started. In position II the coupling
of the switch s with the brake valve K is effected by pressing down the handle.
If the necessary vacuum has been produced for taking off the brakes and filling
the cylinders, the automatic connecting and disconnecting switch will couple up
the regulating resistance R, whereby the speed will be so much reduced, that
it will only make good the losses of vacuum due to leakages in the train pipe.
Should, however, the above described vacuum be exceeded by the continued
action of the pump, the pressure regulating valve will cause all excess to be
equalised by the addition of atmospheric air. The pump therefore works con-
tinuously in a similar manner to the small air ejector of the existing automatic-
vacuum brake, thereby attaining the object that the automatic connecting and
disconnecting switch does not require to be so often put in action, and that the
great consumption of current which is necessary for the frequent starting of the
pump motor under load, does not occur.
If the brakes are to be applied, the handle is moved from II to I. During the
first half of this motion the pump is stopped, but during the second half of this
motion, the brake valve opens the main train pipe and allows air to enter it.
The driver can, by gradual or rapid motion of the brake valve, bring the brakes
slowly or rapidly into action, as this depends upon the partial or total destruction
of the vacuum in the train pipe. The automatic connecting and disconnecting
switch a a closes at a vacuum loss of about 10 cm., but the pump motor, notwith-
standing this, does not receive any current, as the circuit is, with this position
of the brake valve, broken between M and I.
For taking off the brakes the handle has to be again brought into the
position II, whereby the train pipe is again closed and the pump motor is again
put in action, so as with its full speed to produce the vacuum, and consequently,
to take off the brakes. The regulating resistance R will already have been short
circuited by the automatic connecting and disconnecting switch.
13. Working with an electric locomotive or motor carriage with added carriages
having continuous automatic air pressure brakes, Fig. 5.
The driver's brake valve, according to Fig. 1, has the same mechanical arrange-
ments as with the brake valve used with this brake system, with the difference
that the handle thereof is arranged to be taken off and put on in the manner
herein before described. The brake valve position indicated with II in Fig. 1,
is that for “ filling and taking off the brakes." The switch S which is coupled
with the revolving slide valve, by putting on the handle, causes the pump to
he started in this position, the pump now forcing air into the main reservoir
from which the train pipe is fed by means of the pressure regulating valve on
the driver's brake valve, as the pressure in the main reservoir is higher.
the maximum pressure intended for this has been reached, the self-acting con-
necting and disconnecting switch entirely cuts off the pump and only puts
it in action again as soon as the pressure in the reservoir has sunk to the allow-
able minimum.
If
With the known five positions of the brake valve therefore, correspond as
many positions of the handle h. and of the switch S, combined therewith, namely,
for filling" and "taking off" the brakes it aɛsumes the position II II; for
running," the position between II II and MM; for "closing," the position MM;
"

page_text: for ordinary "braking," the position between M M and I I, and lastly for
"emergency braking," the position I I. For all these positions the circuit of the
motor is closed, but for the emergency brake position, the starting resistance to a
is included, for which reason it is advisable, with this arrangement, to connect
the starter directly with the automatic connecting and disconnecting switch a a,
and only to use the switch S for connecting and disconnecting.
The disconnection is effected only on removal of the handle, as has previously
been described. The motor return lead is arranged as shewn at Fig. 2.
C. Electrical working with motor carriage trains with continuous automatic
vacuum brake, Fig. 6.
All motor carriages are provided with the same electrical brake arrangement
according to Fig. 1, as already stated. Before the handle of the brake valve is
put on in the front motor carriage, the connections in all the carriages are identi-
cal, namely, the switch S is open, the switch G is open, the emergency switch is
in position XZ, and the automatic connecting and disconnecting switch is closed.
When the driver on the first motor carriage puts on the handle of the brake valve
in the first herein before. described manner and brings it into position II, the
following takes place;
The continuous brake circuit receives current, all the pump motors connected
thereto are started and produce vacuum, and by the switch G the regulating
resistance R on the front carriage is connected parallel to the self-acting connect-
ing and disconnecting switch a a. If the vacuum necessary for filling and taking
off the brakes has been produced, all the connecting and disconnecting switches a u
come into action and interrupt the current to their pump motors, with the excep-
tion of the motor situated on the front motor carriage, which, in consequence of the
regulating resistance I included by means of G, works with a reduced speed for
effecting the before described compensation of the vacuum due to leakage.
On braking, the driver turns the handle of the brake valve over M to I. By
this means he also stops the said slow running pump and allows, quickly or slowly,
air to pass into the train pipe, according to the degree of braking that he desired
to apply. Notwithstanding that already. with a loss of vacuum in the train pipe.
of about 10 cm. the automatic connecting and disconnecting switches will have
closed. the pumps will not start because the circuit t receives no
current, in consequence of the position of switch S. For taking
off the brakes, the driver has to bring the brake valve handle again into the
position II and the previously described action again takes place.
The pressure regulating valve fulfills the same functions in this case as described.
under A.
D. Electrical working with motor carriages with continuous automatic air
pressure brakes, Figs. 7 and 7b.
First case, Fig. 7.
Of all, the main air reservoirs provided on all the motor carriages of the train,
only that of the front motor carriage, FH B, is made use of, all the others being
cut off from the train pipe as also from the air pressure pumps by means of a
reversing cock U H¹, and U.H³, indicated in Fig. 7. The pump of the front
carriage directly supplies the main air reservoir, while the pumps of the other
carriages supply the train pipe until the air pressure has been reached which is
necessary for taking off the brakes and filling the brake cylinders, whereupon
these pumps are automatically cut off by means of the connecting and dis-con-
necting switch a fl. As a higher pressure is stored in the main reservoir, the
pump of the front carriage must continue to work in order to produce this pres-
sure, which is effected by means of the already described regulating resistance R,
or preferably by a special adjustment of the automatic connecting and discon--
necting switch to a higher pressure.
In making up the train special care must be taken that in all the carriages,
with the exception of the front one, the reversing cocks U H¹ and U H are in the
position II. If this were omitted, even only in one carriage, the result would be

page_text: produced that (a) the braking action would only commence later because the.
main reservoir which has not been cut out would act as a store of pressure and
(b) because the pumps would consume more current for the purpose of filling the
main reservoir which has not been cut out.
In order to obviate this inconvenience it is advisable to render the position
of the reversing cock dependent upon the handle of the brake valve,
80 that the reversing cock will only be brought into the. position II
by the action of putting on the handle, while by the action of. taking
the handle off, it will be brought back into the normal position 11, as will herein-
after be described, more particularly in connection with Fig. 9.
If the train is correctly made up and the coupling cocks are, as already stated,
in the proper position, the filling of the brakes can then be effected. The handle
is fitted on in the manner herein before described and is brought into position II,
whereby the switch S is made to close the supply circuit to all the motors. The
brake valve is in this case still in the position for taking off and filling the brakes
as in all the other carriages. If the necessary pressure in the train pipe has been
reached, the automatic connecting and disconnecting switches on the intermediate
carriages of the train cut off their pumps, which will be indicated to the driver
by his ampere meter. He then brings the brake handle into the running
position" in which the train pipe is no longer in direct connection with the main
reservoir, but only indirectly through the pressure regulating valve contained
in the brake valve. The pump of the front carriage is not stopped simultaneously
with the others, in consequence of the adjustment of the automatic connecting
and disconnecting switch S to higher pressure. but continues to work in the
running position of the brake valve for filling the main reservoir, until its
maximum pressure limit has been reached.
"
"
Should, meanwhile, the normal pressure have sunk to a slight degree in the
train pipe in consequence of leakages therein, the pressure is at once again made
good from the main reservoir by means of the accurately adjustable pressure
regulating valve of known construction, this taking place before the differences:
of pressure produced can have put the automatic connecting and disconnecting
switches. in action. In the cutting off position and in the two braking positions
of the brake valve, the electrical brake circuit is cut off from the current supply
lead by means of the switch S so that in the cutting off position and during the
known braking operation, none of the pumps can be started. If, in place of the
adjustment of a higher pressure of the automatic connecting and disconnecting
switch, the regulating resistances R are provided, there must be added to the
arrangement shewn at Fig. 7 as indicated in dotted lines, the switches G on the
driver's brake valve, and the emergency disconnecting switches N which enable
the pump of any intermediate carriage of the train to be put in action, should the
pump of the front carriage become defective. In this case, however, the position
of the reversing cocks U H¹ and U H on the front carriage and that of the
carriage which is used as a substitute must be changed and the brake valve of
the substituted carriage be brought into the "running" position. In order to
enable this to be done the brake valve must also be capable of being actuated
without the handle h, such as by means of a key from the outside. This affords
the advantage that every brake valve, with the exception of that on the front
carriage, can be used as guard's brake valve. The arrangement of the circuits
and coupling switches is the same as shewn in Fig. 3.
Second case, Fig. 7º.
The main reservoir of all the carriages are connected together by a second train
pipe Vd, so that properly speaking a single large main reservoir is produced
into which several pumps deliver, as shewn at Fig. 7".
In this arrangement it is necessary that on all the carriages, with the exception
of the front one, the brake valves which, when their handles are removed,
establish a communication between the train pipe and the connecting pipes of
the main reservoirs should be closed against the train pipe by means of a brake

page_text: valve shut-off cock a h. If this has been done in making up the train, then on
putting on the handle of the brake valve on the front carriage all the pumps
will be started and these, in consequence of the self-acting connecting and dis-
connecting switch will, with the exception of the pump on the front carriage,
only remain in action until the required pressure is reached in the train pipe.
The cutting off of the brake valves on the intermediate carriages can be made
dependent upon the action of removing the handle this being done in the same way
as described with reference to the case 1). For this purpose the driver has to
bring the brake cock into the "running position" for the same reasons as stated
under D.
The automatic connecting and disconnecting switch, which is adjusted to the
maximum pressure of the main reservoirs, also stops the pump on the front
carriage as soon as this maximum has been attained. If all the automatic con-
necting and disconnecting switches were adjusted to the maximum pressure of
the main reservoir, all the pump motors would have to start almost simultaneously
against the still tolerably high minimum pressure of the main roservoirs, that
is to say, under a considerable load, and would therefore consume
a considerable amount of current. For this purpose it is advisable
only to adjust to the maximum pressure, the one connecting and disconnect-
ing switch, namely, that on the front carriage. With the arrangement for
regulating resistances the described emergency switch is dispensed with and in place
of it there is substituted a simple disconnecting switch N¹. By means of this
the defective pump or its motor is simply cut out. At the same time the auto-
matic connecting and disconnecting switch of the substituted carriage must be
adjusted to the pressure of the main reservoir; otherwise the already described
arrangements have to be applied in the event of the pump of the front carriage
becoming defective. If, however, the regulating resistances are employed, then
the switches G and emergency switch Ñ are necessary as indicated in dotted
lines in Fig. 7b.
The brake circuit and return lead w is led through the switches of the coup-
ling cocks as at Fig. 3. By the arrangements of the electric working of the
described brake systems, their known mode of action in normal working with
slow or danger braking as also with separation of the train, is not altered. It
remains, therefore, only to consider the action of the brakes in the event of the
electric mechanism thereof getting out of order. As to any sudden getting out
of action of the motors used for working the pumps, such a case would probably
be of rare occurrence. Should it, however, take place with locomotive propulsion
where no substitute can be supplied, the case would be exactly the same as with
a defective air pump, or a defective ejector when working with steam.
.
A sudden interruption of current, such as in consequence of the melting of a
safety fuse or burning of the motor during running, would not prevent the
application of the brakes and the stopping of the train. The continuance of
the running could only take place after the removal of the defect and in that
case the normal taking off of the brakes of the train will be again possible.
With the air pressure brakes a fault of the brake circuit is of no importance
as long as the store of pressure in the main reservoirs is maintained. As the
starting of the braking of course only takes place after the driver has stopped
the motors that propel the train (with the exception of the case of the automatic
braking in consequence of separation of the train) an arrangement is advisable
which enables the control of the motion of the train and the action of the brake
to be effected by means of one and the same crank handle.
The controller crank has in this case, in addition to the running and stopping
positions, braking positions as shewn in the diagram of the crank positions.
Fig. 8. I and II indicate the stopping positions; III the commencement of
running; IV the running with maximum speed: the positions between II
and IV correspond to different speeds of running; between I and 1 the braking
can be effected by the short circuiting of the motor; between 1 and 2 the

page_text: pneumatic braking is effected; between 2 and IV are end positions of the crank.
As with this arrangement the controller also takes the place of the before de-
scribed brake valve handle, it must also fulfill the functions thereof.
The controller shaft e, Fig. 9 on which are fixed the switch rollers
the toothed segment
and
has a rectangular part », and the crank boss has a
recess fitted on this rectangle.
Loose upon the controller shaft is a toothed sector whose boss is formed
with a neck for receiving a helical spring which is indicated in the drawing
diagrammatically by means of a weighted cords and the boss also carries a
concentric disc S with a notch e into which takes a hooked extension h of the
switch lever G extending beyond the pivot d. With this switch lever G there
is also combined the reversing cock U H in Fig. 7ª necessary for the air pres-
sure brakes, or the shut off cock a h of Fig. 7b (which in Fig. 9 is shewn diagram-
matically by means of a cock H) so that H and G can move simultaneously,
which is indicated in the drawing Fig. 9 by the roller and the cord s 1; the
spring draws the hook into the notch of the disc s.
If now the crank K is put in the position indicated by 03 in Fig. 8, then the
finger on the crank boss will also engage with the notch e and thereby dis-
places, by means of its wedge shaped end, the hook h, whereupon at the same
time the switch G moves in the direction of arrow and the cock H in the
direction of the arrow
The further motion of the crank in the direction p¹ necessary for completely
fitting on, is limited by causing the somewhat projecting boss to bear against
the stop provided on the cover of the controller casing. In the edge of the
said boss is provided a notch E which, when the crank handle is turned in the
direction of the arrow 7, will be brought over the stop when the crank has
reached the position 01, Fig. 8.
The controller shaft does not yet participate in this rotation of the crank
because the square is still free, but the toothed sector a z will turn with it,
which after a small dead motion corresponding to the space will take the
toothed sector 2 and the shaft, as also the starting switchs for the pump
motors, with it. A weight Q acts against this rotation, such weight being
capable of being replaced by a spring acting in the same direction or by a
piston subject to a pressure in the same direction. When once the notch E
is situated over the stop a however, the crank can be pressed lower down in the
direction of the arrow 2, when the square will engage with the hole; by this
means the controller shaft e will be coupled with the crank K and will be caused
to particinate in all the movements of the latter. If the driver releases the
crank in this position I, the weight Q or its substitute will come into action
and bring the crank into the position 02.
2
In this motion not only the toothed segment, but also the segment
(whose teeth are now situated accurately under the tooth space in a is
moved in the direction of the arrow 5, and as a 'will come sooner into gear
with than with the starting switch as for the pump motors will be
first opened, after which the brake cock B H, loose on the shaft a , and con-
nected with 2 by a ratchet and pawl coupling K s, will be brought to the
braking position.
On turning the crank K in direction 2 out of the position 02 the brake valve
will fire be brought into the position for running, as the toothed sector b
already effects the motion of the brake valve during the said dead motion, and
then the pump motors are put in circuit by means of the starting switch as.
In the crank position of both operations will already have been completed,
both toothed segments and are out of gear and remain so during the
further rotation in the direction of the arrow 74 to 0 IV. In every position
of the crank, if this be released, a return motion will be effected to the braking
position, in consequence of the action of weight Q. Instead of the toothed

page_text: sectors shewn in Fig. 9 for the sake of clearness it will be preferable to employ
cams or grooved discs.
In addition there is provided an emergency key, namely a special handle s
than can be fitted on, for the brake valve or brake cock, which enables the
driver to apply the emergency brake from every carriage with controller inde-
pendently of the controlled crank and the guard, without special provision of a
guard's valve, because in the stopping and starting positions of the controller
crank the controller shaft is out of connection with the shaft aw, or the
starting switch and brake valve B H. The same is the case when the con-
troller crank is entirely removed, as is shewn at Fig. 9.
By means of the handle the brake valve BH can be brought into all its
positions, in consequence of the ratchet connection K s, without thereby altering
the relative positions of the other devices.
If the controller crank is fitted on, and assumes any position between I and IV
(in which case the shaft and with it the starting switch will have been
turned in the direction of the arrow) then on an emergency application of
the brake by means of the keys, the starting switch must also he turned,
for which purpose there is provided a coupling lever k k pivotted to the brake
valve lever, and depressed by the hand, which lever effects the coupling of
brake valve with the shaft aw and the starting switch of the pump motors.
If the controller crank is in any position between 1 and IV, and the emer-
gency braking is effected by means of the emergency keys, the case may occur
that the driver forgets to move back the emergency key into its original position
determined by the turning of the controller crank; in that case on the jerking
back of the controller crank and the toothed sectors a¹ and b = combined there-
with, these will not engage with the corresponding toothed sectors and 6 2ª
and will not be able to attain its end position in which the engagement of h
aude should take place.
In order to effectually prevent such an incorrect relative position of the
toothed segments there are combined with the toothed sectors and arc
shaped guard pieces kpl and adapted to engage with each other, which,
when the toothed segments are correctly engaged, slide over each other.
When the emergency key is turned in the incorrect position in the direc-
tion of the arrow 7, a being also turned in that direction, the guard piece
so as to act as a stop against which will
before any incorrect engagement of the toothed
will turn contrary to the arrow
strike on the jerking back of a
segments has taken place.
The guard &
position.
only releases the guard when as is brought into the correct
The above described arrangement of the dependence of the brake upon the
controller crank holds good for the automatic vacuum brake, with the omission
of the cock H by putting on the crank in the position the switch G is
actuated and by this means the regulating resistance R is included; furthermore,
by the turning of the crank from this position into the position O¹ the pump
motors are started by means of the cutting out switch as, and lastly by putting
the crank farther on in the position 'the controller shaft is connected rigidly
with the crank K. On further turning the crank from the position 0¹ in the
direction of the arow there are effected contacts on the controller roller sw
which influence the motion of the train. On turning the crank from position (¹
to the pumps are first stopped and the brake cock is then brought into the
braking position. For taking off the crank this is brought to 0, when the
brake valve is brought into the running position, and the pumps are again
started. As soon as the crank is removed however, is moved by the weight
or spring Qinto the end position and thereby cuts off the pumps again.
The hook engages with the notch e of disc S in consequence of the action
of the spring få, whereby the switch G effects the cutting out and locking

page_text: of all devices, with the exception of the brake valve, which may be employed
as guards brake valve.
In order to render the whole arrrangement also applicable to simple acting
vacuum brakes, the toothed sector 2 is disconnected from the brake valve BH
by pressing the handle in the direction of arrow 8, and the ratchet gear K s
is set to non-automatic"; furthermore the starting switchs is turned rela-
tively to the shaft ae by means of the ratchet pawls and is again locked in
the position for non-automatic." With these movements the conversion is
completed, and the further actuation of the controller is effected in exactly
the same way as described for the automatic vacuum brake.
With the automatic air pressure brakes the described arrangement is only
subject to the mechanical variations which are necessary for the different mode
of action of brake valve employed in that case. Instead of the switch G, the
locking catch can be made to actuate a device which effects the setting of
the automatic connecting and disconnecting switch for the air pumps to a
higher pressure.
The general mode of action of the entire arrangement is the same as with
the vacuum brakes and may be shortly described as follows. By putting on
the controller crank a regulating resistance R is connected in parallel to the
self-acting connecting and disconnecting switch for the pump motors, or, which
is the same thing, this is adjusted to a higher pressure; at the same time the
correct setting of the reversing cock or shutting off cock H is effected.
With the small turning motion of the crank into the stopping position, the
connecting up of the current supply to the pump motors is completed and in
this position the coupling of the crank with the switch roller by depression
of the crank boss is effected. On the crank being brought into the braking
position the brake valve is actuated in exactly the same manner as would be
effected by means of a handle of its own. After removal of the crank all the
devices resume their original position, and in addition an interlocking thereof
is effected with the exception of the brake valve, in order that it may be used
as guard's valve; the said interlocking can only be removed by the prescribed
putting on of the crank.
The automatic drawing back of the controller crank to the braking position
is advisable also in this case, as also the actuation of the brake independently
of the controller crank, by means of a similarly arranged emergency key. The
above described interdependence of the movements of the several parts of the
arrangement can also be effected by other means in dispensing with the toothed
gear this would not alter the essential feature of the invention.
If the automatic return of the controller crank to the braking position be
dispensed with the weighted cord or spring device acting on a fixed point a
of the casing would be replaced by a weaker helical spring sp indicated in dotted
lines in Fig. 9 having its fixed point m in the controller shaft, or in a boss
fixed thereto, and which only serves to bring the toothed sector a¹ from the
point where the crank is taken off in to the end position.
In conclusion it is to be observed that it is immaterial to the essential feature
of the invention whether the train is worked by means of continuous current,
alternating currents, or rotary phase currents, the electrical arrangements being
suitably modified for either case.
Dated this 23rd day of Santamban 1800.
ABEL & IMRAY,
Agents for the Applicants.

page_text: Means and Apparatus for Electrically Working Vacuum and Air
Pressure Railway Brakes.
We, SIEMENS BROTHERS & Co., LIMITED, of 12, Queen Anne's Gate, West-
minster, S.W., Electrical Engineers, do hereby declare the nature of this inven-
tion (as communicated to me from abroad by Siemens & Halske Aktien Gesell-
schaft, of Markgrafen Strasse No. 94, Berlin, S.W., Germany, Electrical Engineers)
and in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:-
When ordinary brake apparatus such as vacuum brake apparatus and com-
pressed air brake apparatus is to be employed on trains that are propelled by
electric motors instead of by steam, special arrangements have to be provided
whereby the existing brake apparatus can be actuated by the agency of an electric
current.
The present invention relates to means and apparatus for this purpose.
The arrangements hereinafter described are applicable for all kinds of automatic
vacuum brake apparatus, as also, with some modifications, for the automatic
compressed air brakes such as the Westinghouse, Schleifer, and other brakes.
By means of such apparatus also the simple non-automatic vacuum brake ap-
paratus can be readily actuated. The combined arrangement is applicable not
only when the train is propelled by a single electric locomotive at the end thereof,
but also in those cases where there are several cars of the train provided with
their own electro-motors.
In the latter case, which causes most difficulty all the motor carriages of the
train are preferably provided with the same arrangements, so that each one
thereof may be applied at the end of the train, and it is quite immaterial how
many motor carriages are to be combined in the one train.
Between the motor carriages, there are carriages without brake apparatus in-
troduced, but these must be provided with the necessary tubular conduits and
electrical conductors.
For producing the vacuum or compressed air there is employed on the ordinary
steam locomotive in the one case an injector, and in the other case an air com-
pressing pump. In the case of an electric locomotive there is provided an
electrically driven suction pump or compressing pump, and in the event of there
being several motor carriages, each of these is provided with a similar pump.
Both for the electric locomotive as also for each motor carriage with brake ap-
paratus the electrical installation for actuating the brakes consists of the follow-
ing parts, which are shewn at Fig. 1 of the drawings accompanying our Provisional
Specification.
I. The above mentioned air suction or compression pump with its motor L . .
II. The following apparatus:
1. The driver's brake valve BH,
2. The automatic connecting, and disconnecting switch a a,
3. The regulating resistance R,
4. The emergency cutting-off switch N,
5. The pressure regulating valve dv,
6. The continuous brake circuits d l, w, v.
Before the combined action of the above mentioned parts is described, we will

page_text: No. 1 DRIVER'S BRAKE VALVE.
No alteration is made in the valve apparatus by means of which the driver
effects the putting on or the taking off of the brakes in the system of vacuum
or air pressure brakes employed at the present time. On the other hand, in those
arrangements which heretofore were employed for regulating the steam supply,
the necessary alteration is made for enabling the electric working to be substi-
luted.
In the following will be described a type of driver's brake which is applic-
able both to working with an electric locomotive and for working with trains
having motor carriage. The working trains with motor carriages require that each
motor carriage shall be provided with a brake valve which is so arranged that
it can be employed for controlling the brakes of the train, but which is never
used simultaneously with another brake valve on the train. The one brake valve
must in all cases prevent the simultaneous use of any other brake valve.
Some modifications are also required to be made in the carriage at the front.
of the train for the normal working, in order that it may be rendered applicable
for controlling the train. These alterations must be effected rapidly, if possible
by a single manipulation, without the driver requiring to consider the matter.
The arrangement of the brake valve must also comply with these requirements.
The cock or slide valve body K which oscillates, turns on the centre C and is
acted upon by the spring f¹ so as to be brought into that position which with
vacuum brakes corresponds to the position for "running," with air pressure
brakes the position for taking off" and "charging" the brakes; a further
motion in the direction of the arrow 1 is prevented by the stop a. Also, the switch
levers which is mounted loose on the axis C is maintained in the position I I by
the action of the spring f³, in which the current supply over mis interrupted.
The extension st of this lever beyond the pivot C moves during the said motion
between two are-shaped slotted pieces sch and projects with the small piece y
beyond this.
On the extension st of the lever, which is formed as a pin, is fitted the handle h
having a corresponding socket which, in the position I I shewn on the drawing,
can only be fitted over the projecting piece y, as the studs bb projecting laterally
from the handle come in contact with the slotted piece sch and prevent h from
being fitted farther on the lever.
By means of the handle thus fitted, m can be closed through a starting re-
sistance wa by turning it in the direction of arrow 2. If the driver's brake valve
only serves for actuating one pump motor, the starting resistance is only re-
quired for one motor. If, on the other hand, it serves for several pump motors.
the resistance must be made correspondingly stronger. The starting resistance wa
can be dispensed with and replaced by a simple switch, if the automatic closing
and opening switches for the pump motors are combined with starting re-
sistances, or if for starting no starting resistance is considered necessary.
When
once the position II II is reached, then the radial slot of the two slotted pieces
sch liberates the studs of the handle, so that the handle can be pressed down-
wards in order to engage its finger with the notch r in the body of the valve K,
thus coupling the valve with the switch S.
In the position II II of the handle h the brake valve K will not have altered
its ordinary position, but the switch S will have closed the electric supply circuit.
In consequence hereof, all the pump motors that are connected to the continuous
electric brake conductor will be started and produce either vacuum or air
pressure. As vacuum or air pressure in the train pipes keeps the brakes out of
action, the position II II can consequently be designated position for "running"
for vacuum brakes, or position for charging and taking off the brake" for air
pressure brakes. If the handle is moved in the direction of arrow 3, that is,
from the position II II towards the position I I, the handle studs bb slide in the
"

page_text: curved slots whereby any drawing off of the handle in any intermediate
position, as also in the position I I, is rendered impossible. By this motion the
switch S, by the aid of the starting resistance a switches off the motor gradually,
while at the same time the rotary slide changes its position. In the position MM,
in which the opening of the train pipe commences, the pump motors are already
stopped.
The farther the handle his moved from the position M. M towards I I, the
greater will be the opening of the train pipe, that is to say, the more energetic
will be the braking action produced: the position M M is therefore indicated as
commencement of braking.
The above described arrangement of the driver's brake valve is sufficient if
the train is propelled by an electric locomotive.
C
In the case of a train with several motor cars having similar brake apparatus,
an alteration is required in the switch connection on the leading carriage. This
is effected automatically during the putting on of the handle. The shorter
arm of the elbow lever k pivotted at c and always held in the position shewn
by the blade spring f, closes the above described radial slot z. On fitting on the
handle, the pins & thereof press the arm w downwards whereby also the long arm
is jerked to the right, thus bringing the switch G into the dotted position by
means of the study, in which position the regulating resistance is included in the
circuit. As soon as the handle pins are brought out of the radial slot into the
curved slot during the slight turning to the right hand of the handle, they also
free the short arm of the elbow lever again, whereupon this is again jerked
back to its original position by the spring f. On taking off the handle the pins
raise the arm . By this means the long arm is made to move to the left.
strikes against the stop which has been moved from g to q by the application of
the handle, and brings the switch G back into the position IV, whereby the regu-
lating resistance R is again cut off.
The above described arrangement is only applicable for the automatic vacuum
brakes of whatever arrangement; also for the automatic air pressure brakes with
a continuous train pipe in electrically worked motor carriage trains. With air
pressure brakes, the arrangement with electric locomotive and with motor
carriages provided with two train pipes, are employed, as will be hereinafter
described. In this case the pumps do not directly supply the train pipe d', but
one or more intercommunicating main air reservoirs, from which latter the
supply of the train pipe is effected. For both arrangements an alteration of
the brake valve requires to be made which is shewn in Fig. 1", to be now described.
In this figure the general arrangement is not altered: but the stopping of the
pump motors is not effected, as in Fig. 1, at the beginning of the braking, but
only after the emergency brake position I I is in the end position of the
switch lever S, which position, however, cannot be reached when the brake valve
lever is fitted on. The pump motors can, therefore, only be stopped by the re-
moval of the handle, or started by the fitting on of the handle. This modification
is advisable for the automatic air pressure brakes with two train pipes, or for the
automatic air pressure brakes with an electric locomotive train, because the pumps
do not supply the train pipe but one or more air reservoirs, and are consequently
automatically put in and out of action when the necessary pressure has been
produced in the reservoir.
2. THE AUTOMATIC CONNECTING AND DISCONNECTING SWITCH FOR AIR PUMP
MOTORS (aa).
The automatic connecting and disconnecting switch has for its purpose to
automatically break the circuit to the pump motors as soon as a certain vacuum or
a certain air pressure has been produced in the train pipe by the pumps, and to
automatically close the circuit again as soon as the vacuum or the air pressure
has sunk to a certain extent.
The limits within which the connecting and disconnecting is effected can be

page_text: accurately adjusted by regulating the tension of a spring or by varying the lever
ratio.
The automatic connecting and disconnecting switch can also be combined with
a starting resistance for the motor in order that the current may not rise too
high on connecting up. This is, however, not important, and it is not further
referred to in the description or drawing.
3. THE REGULATING RESISTANCE R.
The regulating resistance R is automatically inclined in the circuit by the
application of the handle to the brake valve by means of the switch G parallel
to the automatic connecting and disconnecting switch (as described under 1).
The regulating resistance R has for its purpose to allow a pump to continue work-
ing even after the stopping of the motors by means of the automatic disconnecting
switch, but with a regulatable reduced speed, this arrangement being on the pump
of the front motor carriage when the train is worked by these. Such a continu-
ence of the working of the pump serves to replace the loss of pressure or vacuum
by leakage.
4. THE EMERGENCY DISCONNECTING SWITCHI N.
The emergency disconnecting switch N, Fig. 1, has three positions:
1. The position X Z (normal position of all the motor cars of the train).
2. The position Z I into which the switch of the leading motor car must be
brought if its pump is to continue running, or if the motor becomes inefficient.
3. The position X Y, that is to say, the position of the switch on that motor
car whose pump or pump-motor is put into action to replace the damaged one.
With trains having electric locomotives this emergency switch is dispensed with.
5. THE PRESSURE REGULATING VALVE d v.
The pressure regulating valve belongs, properly speaking, to the mechanical
brake devices. It is, however, referred to here because its presence together
with the automatic disconnecting switch a a on the leading motor car is necessary
in order that with the vacuum brake no greater vacuum may be produced than
is desired, that is to say, only the air which has leaked into the train pipe is
removed, while any excess is equalised by the introduction of air. With the
air pressure brakes, the loss of pressure is made good by means of the pressure
regulating valve dv which admits air pressure from the higher air pressure stored
up in the main reservoir.
6. THE CONTINUOUS BRAKING CIRCUITS.
From the continuous electric braking circuits branch leads past at all the
motor cars to the pump motors, the other pole being connected either to the rails
or to return lead. As soon, therefore, as the circuit is connected with the
current supply by means of the brake valve switch in the front motor car, all
the pump motors of the train receive current.
With a locomotive train with vacuum brake system the circuit vis limited to
the locomotive, while if the locomotive and the train have an air pressure brake
system, a disadvantage arising from this arrangement, which will be presently
dealt with, is obviated by a somewhat modified arrangement of the return lead.
This disadvantage consists in that the opening of the cocks of the train pipe may
be easily overlooked when coupling the cars together, in which case the train
will leave the station without the brakes situated behind the closed cock being
in communication with the train pipe. This disadvantage is most serious if the
train pipe cock of the locomotive or of the first car remains closed, as in that
case all the brakes will remain out of action. In the case of locomotive pre-
pulsion, the arrangement is therefore made as shewn at Fig. 2, wherein by means
of the simultaneously actuating switches which are coupled with the train
pipe cocks, the continuous return lead w from the pump motor to earth or return

page_text: 66
"
rail is opened or closed when the train pipe cocks are in the "closed" or open
position. By this means even if only a single train pipe cock is the train has
been omitted to be opened, the return lead w remains interrupted, and conse-
quently the pump motor cannot be set in motion before starting the train, for
the purpose of taking off the brakes thereof, until all the train pipe cocks with
the exception of that on the locomotive and at the rear end of the train, are
opened. If this is the case, then the air pressure can pass from the main reser-
voir of the locomotive to the last carriage, and as, according to what has been
above stated, the switches rs are closed in the open position of the train pipe
cocks, the motor return lead w will also form a continuous electric circuit passing
through the entire train to the rear carriage, and which is only connected with
earth or return rail at such rear carriage by means of a special hand switch ha.
Such a hand switch must be provided on each carriage that is to be employed as
end carriage. An incorrect position of this hand switch on the end carriage will
have the result that the pump motor will not be started. If, however, the hand
switch situated on an intermediate carriage of the train is in an incorrect position
that is to say, in the closed position, there will be a connection of current with
earth or with the return rail. This has the effect that it is indifferent for the
starting of the pump motor whether the carriages behind this particular one in
the train have their train pipe cocks in correct position or not. Consequently,
with this arrangement the danger of running with switched-off brakes is not
entirely prevented but only its probability is reduced, as it will not very often
occur that in a train worked electrically there will be contained several end
carriages.
For the complete prevention of the danger, the arrangement shown at Fig. 2
of the above mentioned switch ha which is dependent on the closing signals,
must we provided. The switch ha is closed by a placing of the closing sig-
nals schs, and on removing this, it is again opened.
When working with several motor cars and air pressure brakes, as at Fig 3,
there is employed in addition to the above described arrangement for locomotive
trains, a similar arrangement and leading of the continuous brake circuit »
through the coupling cock-switch. For vacuum brakes the above arrangement
is not necessary as there are no train pipe cocks. In addition to the automati-
cally actuating vacuum brakes, the nou-automatic arrangement thereof is fre-
quently employed in some countries. The essential feature of the simple vacuuni
brake consists in that, contrary to the action of the automatic vacuum brake,
the application of the brakes is effected by exhaust, while the removal of the
brakes is effected by the destruction of the produced vacuum. During the run-
ning, the train pipe and the current lead. to the pumps must be open, that is,
in the position II, Fig. 1, which, in the automatic vacuum brake, indicates the
extreme braking position. For braking, the train pipe d must be shut off,
and the current circuit to the pumps be closed, in order that these may produce
the necessary vacuum for braking. This is effected in the position II II of the
driver's brake valve, which position is indicated for the automatic vacuum brake
with "running position." It is therefore, only necessary to effect a change of the
designation of the brake valve positions, in order to be able to use the arrange-
ment of the brake valve for the automatic brakes for trains that cannot employ
automatic brakes. The brake cylinders of the automatic brake can be converted
by means of a reversing cock to cylinders for non-automatic braking, which
arrangement, however, has nothing to do with this invention.
MODE OF ACTION OF THE ARRANGEMENT.
A. Working with an electric locomotive or a motor car with carriages attached
thereto having continuous automatic vacuum brakes.
Fig. 4. Driver's brake valve without switch G, no continuous electric brake
.conduit.
Starting of the pump is not possible without the handle. If the handle is

page_text: fitted on in the position I and is moved towards II, then by means of the starting
résistance wa, the pump will be gradually started. In position II the coupling
öf 'the switch s with the brake valve K is effected by pressing down the handle.
If the necessary vacuum has been produced for taking off the brakes and filling
the cylinders, the automatic connecting and disconnecting switch will couple up
the regulating resistance R, whereby the speed will be so much reduced, that
it will only make good the losses of vacuum due to leakages in the train pipe.
Should, however, the above described vacuum be exceeded by the continued
action of the pump, the pressure regulating valve will cause all excess to be
equalised by the addition of atmospheric air. The pump therefore works con-
tinuously in a similar manner to the small air ejector of the existing automatic-
vacuum brake, thereby attaining the object that the automatic connecting and
disconnecting switch does not require to be so often put in action, and that the
great consumption of current which is necessary for the frequent starting of the
pump motor under load, does not occur.
If the brakes are to be applied, the handle is moved from II to I. During the
first half of this motion the pump is stopped, but during the second half of this
motion, the brake valve opens the main train pipe and allows air to enter it.
The driver can, by gradual or rapid motion of the brake valve, bring the brakes
slowly or rapidly into action, as this depends upon the partial or total destruction
of the vacuum in the train pipe. The automatic connecting and disconnecting
switch a a closes at a vacuum loss of about 10 cm., but the pump motor, notwith-
standing this, does not receive any current, as the circuit is, with this position
of the brake valve, broken between M and I.
For taking off the brakes the handle h has to be again brought into the
position II, whereby the train pipe is again closed and the pump motor is again
put in action, so as with its full speed to produce the vacuum, and consequently,
to take off the brakes. The regulating resistance R will already have been short
circuited by the automatic connecting and disconnecting switch.
B. Working with an electric locomotive or motor carriage with added carriages
having continuous automatic air pressure brakes, Fig. 5.
The driver's brake valve, according to Fig. 1a, has the same mechanical arrange-
ments as with the brake valve used with this brake system, with the difference
that the handle thereof is arranged to be taken off and put on in the manner
herein before described. The brake valve position indicated with II in Fig. 1*,
is that for "filling and taking off the brakes." The switch S which is coupled
with the revolving slide valva, by putting on the handle, causes the pumpito
be started in this position, the pump now forcing air into the main reservoir
from which the train pipe is fed by means of the pressure regulating valve on
the driver's brake valve, as the pressure in the main reservoir is higher.
the maximum pressure intended for this has been reached, the self-acting con-
necting and disconnecting switch a a entirely cuts off the pump and only puts
it in action again as soon as the pressure in the reservoir has sunk to the allow-
able minimum.
"
If
With the known five positions of the brake valve therefore, correspond as
many positions of the handle h, and of the switch S, combined therewith, namely,
for "filling" and "taking off" the brakes it assumes the position II II; for
running," the position between II II and M M ; for "closing," the position M M;
for ordinary "braking," the position between M M and I I, and lastly for
emergency braking," the position I I. For all these positions the circuit of the
motor is closed, but for the emergency brake position, the starting resistance wa
is included, for which reason it is advisable, with this arrangement, to connect
the starter directly with the automatic connecting and disconnecting switch a a,
and only to use the switch S for connecting and disconnecting.
66
The disconnection is effected only on removal of the handle, as has previously
been described. The motor return lead is arranged as shewn at Fig. 2.
C. Electrical working with motor carriage trains with continuous automatic
acuum brake Fic 6

page_text: All motor carriages are provided with the same electrical. brake arrangement
according to Fig. 1, as already stated. Before the handle of the brake valve is
put on in the front motor carriage, the connections in all the carriages are identi-
cal, namely, the switch S is open, the switch G is open, the emergency switch is
in position XZ, and the automatic connecting and disconnecting switch is closed.
When the driver on the first motor carriage puts on the handle of the brake valve
in the first herein before described manner and brings it into position II, the
following takes place:
The continuous brake circuit receives current, all the pump motors connected
thereto are started and produce vacuum, and by the switch G the regulating
resistance R on the front carriage is connected parallel to the self-acting connect-
ing and disconnecting switch aa. If the vacuum necessary for filling and taking
off the brakes has been produced, all the connecting and disconnecting switches a a
come into action and interrupt the current to their pump motors, with the excep-
tion of the motor situated on the front motor carriage, which, in consequence of the
regulating resistance included by means of G, works with a reduced speed for
effecting the before described compensation of the vacuum due to leakage.
On braking, the driver turns the handle of the brake valve over M to I. By
this means he also stops the said slow running pump and allows, quickly or slowly,
air to pass into the train pipe, according to the degree of braking that he desires
to apply. Notwithstanding that already with a loss of vacuum in the train pipe
of about 10 cm. the automatic connecting and disconnecting switches will have
closed, the pumps will not start because the circuit V receives no
current, in consequence of the position of switch S. For taking
off the brakes, the driver has to bring the brake valve handle again into the
position II and the previously described action again takes place.
The pressure regulating valve fulfils the same functions in this case as described
under A.
D. Electrical working with motor carriages with continuous automatic air
pressure brakes, Figs. 7 and 7b.
First case Fig. 7.
Of all the main air reservoirs provided on all the motor carriages of the train,
only that of the front motor carriage, F H B, is made use of, all the others being
cut off from the train pipe as also from the air pressure pumps by means of a
reversing cock U H¹, and U H³, indicated in Fig. 7. The pump of the front
carriage directly supplies the main air reservoir, while the pumps of the other
carriages supply the train pipe until the air pressure has been reached which is
necessary for taking off the brakes and filling the brake cylinders, whereupon
these pumps are automatically cut off by means of the connecting and dis-con-
necting switch a a. As a higher pressure is stored in the main reservoir, the
pump of the front carriage must continue to work in order to produce this pres-
sure, which is effected by means of the already described regulating resistance R,
or preferably by a special adjustment of the automatic connecting and discon-
necting switch to a higher pressure.
.
In making up the train special care must be taken that in all the carriages.
with the exception of the front one, the reversing cocks U H¹ and U H³ are in the
position II. If this were omitted, even only in one carriage, the result would he
produced that (a) the braking action would only commence later because the
main reservoir which has not been cut out would act as a store of pressure and
(b) because the pumps would consume more current for the purpose of filling the
main reservoir which has not been cut. out.
In order to obriate this inconvenience it is advisable to render the position
of the reversing cock dependent upon the handle of the brake valve,
BO that the reversing cock will only be brought into the position II
by the action of putting on the handle, while by the action of taking
the handle off, it will be brought back into the normal position II, as will herein-
after be described, more particularly in connection with Fig. 9.

page_text: If the train is correctly made up and the coupling cocks are, as already stated,
in the proper position, the filling of the brakes can then be effected. The handle
his fitted on in the manner hereinbefore described and is brought into position II,
whereby the switch S is made to close the supply circuit to all the motors. The
brake valve is in this case still in the position for taking off and filling the brakes
as in all the other carriages. If the necessary pressure in the train pipe has been
reached, the automatic connecting and disconnecting switches on the intermediate
carriages of the train cut off their pumps, which will be indicated to the driver
by his ampere meter. He then brings the brake handle into the "running
position" in which the train pipe is no longer in direct connection with the main
reservoir, but only indirectly through the pressure regulating valve contained
in the brake valve. The pump of the front carriage is not stopped simultaneously
with the others, in consequence of the adjustment of the automatic connecting
and disconnecting switch S to higher pressure. but continues to work in the
running position" of the brake valve for filling the main reservoir, until its
maximum pressure limit has been reached.
"6
Should, meanwhile, the normal pressure have sunk to a slight degree in the
train pipe in consequence of leakages therein, the pressure is at once again made
good from the main reservoir by means of the accurately adjustable pressure
regulating valve of known construction, this taking place before the differences
of pressure produced can have put the automatic connecting and disconnecting
switches in action. In the cutting off position and in the two braking positions
of the brake valve, the electrical brake circuit v is cut off from the current supply
lead by means of the switch S so that in the cutting off position and during the
known braking operation, none of the pumps can be started. If, in place of the
adjustment of a higher pressure of the automatic connecting and disconnecting
switch, the regulating resistances R are provided, there must be added to the
arrangement shewn at Fig. 7° as indicated in dotted lines, the switches G on the
driver's brake valve, and the emergency disconnecting switches N which enable
the pump of any intermediate carriage of the train to be put in action, should the
pump of the front carriage become defective. In this case, however, the position
of the reversing cocks U H¹ and U H³ on the front carriage and that of the
carriage which is used as a substitute must be changed and the brake valve of
the substituted carriage be brought into the " running" position. In order to
enable this to be done the brake valve must also be capable of being actuated
without the handle h, such as by means of a key from the outside. This affords
the advantage that every brake valve, with the exception of that on the front
carriage, can be used as guard's brake valve. The arrangement of the circuits
and coupling switches is the same as shewn in Fig. 3.
Second case, Fig. 7b.
The main reservoir of all the carriages are connected together by a second train
pipe Vd, so that properly speaking a single large main reservoir is produced
into which several pumps deliver, as shewn at Fig. 7".
In this arrangement it is necessary that on all the carriages, with the exception
of the front one, the brake valves which, when their handles are removed,
establish a communication between the train pipe and the connecting pipes of
the main reservoirs should be closed against the train pipe by means of a brake
valve shut-off cock a h. If this has been done in making up the train, then on
putting on the handle of the brake valve on the front carriage all the pumps
will be started and these, in consequence of the self-acting connecting and dis-
connecting switch will, with the exception of the pump on the front carriage,
only remain in action until the required pressure is reached in the train pipe.
The cutting off of the brake valves on the intermediate carriages can be made
dependent upon the action of removing the handle this being done in the same way
as described with reference to the case D. For this purpose the driver has to
bring the brake cock into the "running position" for the same reasons as stated
under D.

page_text: is to
a
therefore
and would
consume
The automatic connecting and disconnecting switch, which is adjusted to the
maximum pressure of the main reservoirs, also stops the pump on the front
carriage as soon as this maximum has been attained. If all the automatic con-
necting and disconnecting switches were adjusted to the maximum pressure of
the main reservoir, all the pump motors would have to start almost simultaneously
against the still tolerably high minimum pressure of the main reservoirs, that.
under
say
a considerable load
considerable amount of current. For this purpose it is advisable
only to adjust to the maximum pressure, the one connecting and disconnect-
ing switch, namely, that on the front carriage. With the arrangement for
regulating resistances the described emergency switch is dispensed with and in place
of it there is substituted a simple disconnecting switch N¹. By means of this
the defective pump or its motor is simply cut out. At the same time the auto-
matic connecting and disconnecting switch of the substituted carriage must be
adjusted to the pressure of the main reservoir; otherwise the already described
arrangements have to be applied in the event of the pump of the front carriage
becoming defective. If, however, the regulating resistances are employed, then
the switches G and emergency switch N are necessary as indicated in dotted
lines in Fig. 7b.
The brake circuit v and return lead w is led through the switches of the coup-
ling cocks as at Fig. 3. By the arrangements of the electric working of the
described brake systems, their known mode of action in normal working with
slow or danger braking as also with separation of the train, is not altered. It
remains, therefore, only to consider the action of the brakes in the event of the
electric mechanism thereof getting out of order. As to any sudden getting out
of action of the motors used for working the pumps, such a case would probably
be of rare occurrence. Should it, however, take place with locomotive propulsion
where no substitute can be supplied, the case would be exactly the same as with
a defective air pump, or a defective ejector when working with steam.
A sudden interruption of current, such as in consequence of the melting of a
safety fuse or burning of the motor during running, would not prevent the
application of the brakes and the stopping of the train. The continuance of
the running could only take place after the removal of the defect and in that
case the normal taking off of the brakes of the train will be again possible.
With the air pressure brakes a fault of the brake circuit is of no importance
as long as the store of pressure in the main reservoirs is maintained. As the
starting of the braking of course only takes place after the driver has stopped
the motors that propel the train (with the exception of the case of the automatic
braking in consequence of separation of the train) an arrangement is advisable
which enables the control of the motion of the train and the action of the brake
to be effected by means of one and the same crank handle.
The controller crank has in this case, in addition to the running and stopping
positions, braking positions as shewn in the diagram of the crank positions.
Fig. 8. I and II indicate the stopping positions: III the commencement of
running; IV the running with maximum speed; the positions between II
and IV correspond to different speeds of running; between I and 1 the braking
can be effected by the short circuiting of the motor; between 1 and 2 the
pneumatic braking is effected; between 2 and IV are end positions of the crank.
As with this arrangement the controller also takes the place of the before de-
scribed brake valve handle, it must also fulfill the functions thereof.
The controller shaft c, Fig. 9 on which are fixed the switch roller sw and
the toothed segment 6 21 has a rectangular part v, and the crank boss n has a
recess fitted on this rectangle.
Loose upon the controller shaft c is a toothed sector a z¹ whose boss is formed
with a neck for receiving a helical spring which is indicated in the drawing
diagrammatically by means of a weighted cord sch and the boss also carries a
concentric disc S with a notch e into which takes a hooked extension h of the

page_text: switch lever G extending beyond the pivot d. With this switch lever G there
is also combined the reversing cock U H¹ in Fig. 7", necessary for the air pres-
sure brakes, or the shut off cock a h of Fig. 7b (which in Fig. 9 is shewn diagram-
matically by means of a cock H) so that H and G can move simultaneously,
which is indicated in the drawing Fig. 9 by the roller r and the cord s 1; the
spring fd draws the hook h into the notch of the disc s.
If now the crank K is put in the position indicated by O2 in Fig. 8, then the
finger on the crank boss n will also engage with the notch e and thereby dis-
places by means of its wedge shaped end, the hook h, whereupon at the same
time the switch G moves in the direction of arrow 22" and the cock H in the
direction of the arrow p³.
The further motion of the crank in the direction p¹ necessary for completely
fitting on, is limited by causing the somewhat projecting boss to bear against
the stop a provided on the cover of the controller casing. In the edge of the
said boss is provided a notch E which, when the crank handle is turned in the
direction of the arrow 2*, will be brought over the stop a when the crank has
reached the position OI, Fig. 8.
The controller shaft does not yet participate in this rotation of the crank
because the square is still free, but the toothed sector a z¹ will turn with it,
which after a small dead motion corresponding with the space z will take the
toothed sector a 22 and the shaft a w, as also the starting switch as for the pump
motors, with it. A weight Qacts against this rotation, such weight being
capable of being replaced by a spring acting in the same direction or by a
piston subject to a pressure in the same direction. When once the notch E
is situated over the stop a however, the crank can be pressed lower down in the
direction of the arrow p¹, when the square will engage with the hole n v; by this
means the controller shaft c will be coupled with the crank K and will be caused
to participate in all the movements of the latter. If the driver releases the
crank in this position O I, the weight Q or its substitute will come into action
and bring the crank into the position 02.
In this motion not only the toothed segment a z¹, but also the segment b zi
(whose teeth are now situated accurately under the tooth space z in a z¹ is
moved in the direction of the arrow 5, and as a z¹ will come sooner into gear
with a z³ than 6 21 with 6 23 the starting switch as for the pump motors will be
first opened, after which the brake cock B H, loose on the shaft a w, and con-
nected with b z by a ratchet and pawl coupling K s, will be brought to the
braking position.
On turning the crank K in direction p out of the position 02 the brake valve
will first be brought into the position for running, as the toothed sector b 2ª
already effects the motion of the brake valve during the said dead motion, and
then the pump motors are put in circuit by means of the starting switch as.
In the crank position of both operations will already. have been completed,
both toothed seginents « 21 and 2 are out of gear and remain so during the
further rotation in the direction of the arrow 2 to 0 IV. In every position
of the crank, if this be released, a return motion will be effected to the braking
position, in consequence of the action of weight Q. Instead of the toothed
sectors shewn in Fig. 9 for the sake of clearness it will be preferable to employ
cams or grooved discs.
In addition there is provided an emergency key, namely a special handle n. s
than can be fitted on, for the brake valve or brake cock, which enables the
driver to apply the emergency brake from every carriage with controller inde-
pendently of the controller crank and the guard, without special provision of a
guard's valve, because in the stopping and starting positions of the controller
crank the controller shaft c is out of connection with the shaft a w, or the
starting switch and brake valve B H. The same is the case when the con-
troller crank is entirely removed, as is shewn at .Fig. 9.
By means of the handle as the brake valve B H can be brought into all its

page_text: positions, in consequence of the ratchet connection K s, without thereby altering
the relative positions of the other devices.
If the controller crank is fitted on, and assumes any position between I and IV
(in which case the shaft a. to and with it the starting switch will have been
turned in the direction of the arrow p) then on an emergency application of
the brake by means of the key ns, the starting switch as must also be turned,
for which purpose there is provided a coupling lever k pivotted to the brake
valve lever bh, and depressed by the hand, which lever effects the coupling of
brake valve with the shaft a w and the starting switch of the pump motors.
If the controller crank is in any position between I and IV and the emer-
gency braking is effected by means of the emergency key ns, the case may occur
that the driver forgets to move back the emergency key into its original position
determined by the turning of the controller crank; in that case on the jerking
back of the controller crank and the toothed sectors a and b combined there-
with, these will not engage with the corresponding toothed sectors a and b 22
and a z will not be able to attain its end position in which the engagement of h
with e should take place.
In order to effectually prevent such an incorrect relative position of the
toothed segments there are combined with the toothed sectors a¹ and a z arc
shaped guard pieces and kadapted to engage with each other, which,
when the toothed segments are correctly engaged, slide over each other.
When the emergency key ns is turned in the incorrect position in the direc-
tion of the arrow 2, 2 being also turned in that direction, the guard piece k r³
will turn contrary to the arrow 77 so as to act as a stop against which k r¹ will
strike on the jerking back of a z before any incorrect engagement of the toothed.
segments has taken place.
The guard
position.
only releases the guard k r³ when n s is brought into the correct
The above described arrangement of the dependence of the brake upon the
controller crank holds good for the automatic vacuum brake, with the omission
of the cock H; by putting on the crank in the position 0 the switch G is
actuated and by this means the regulating resistance R is included: furthermore,
by the turning of the crank from this position into the position OI the pump
motors are started by means of the cutting out switch as, and lastly by putting
the crank farther on in the position OI the controller shaft is connected rigidly
with the crank K. On further turning the crank from the position I in the
direction of the arrow p' there are effected contacts on the controller roller s w
which influence the motion of the train. On turning the crank from position OI
to the pumps are first stopped and the brake cock is then brought into the
braking position. For taking off the crank this is brought to O Ĭ, when the
brake valve is brought into the running position, and the pumps are again
started. As soon as the crank is removed however, a z¹ is moved by the weight
or spring into the end position and thereby cut off the pumps again.
The hook h engages with the notch e of disc S in consequence of the action
of the spring fd, whereby the switch G effects the cutting out and locking
of all devices, with the exception of the brake valve, which may be employed
as guards brake valve.
In order to render the whole arrrangement also applicable to simple acting
vacuum brakes, the toothed sector b 2 is disconnected from the brake valve BH
by pressing the handle ns in the direction of arrow 7", and the ratchet gear K &
is set to "non-automatic"; furthermore the starting switch as is turned rela-
tively to the shaft a w by means of the ratchet pawl s' and is again locked in
the position for " non-automatic." With these movements the conversion is
completed, and the further actuation of the controller is effected in exactly
the same way as desribed for the automatic vacuum brake.
With the automatic air pressure brakes the described arrangement is only
subject to the mechanical variations which are necessary for the different mode

page_text: of action of brake valve employed in that case. Instead of the switch G, the
locking catch h can be made to actuate a device which effects the setting of
the automatic connecting and disconnecting switch for the air pumps to a
higher pressure.
The general mode of action of the entire arrangement is the same as with
the vacuum brakes and may be shortly described as follows. By putting on
the controller crank a regulating resistance R is connected in parallel to the
self-acting connecting and disconnecting switch for the pump motors, or, which
is the same thing, this is adjusted to a higher pressure; at the same time the
correct setting of the reversing cock or shutting off cock H is effected.
With the small turning motion of the crank into the stopping position, the
connecting up of the current supply to the pump motors is completed and in
this position the coupling of the crank with the switch roller by depression
of the crank boss is effected. On the crank being brought into the braking
position the brake valve is actuated in exactly the same manner as would be
effected by means of a handle of its own. After removal of the crank all the
devices resume their original position, and in addition an interlocking thereof
is effected with the exception of the brake valve, in order that it may be used
as guards valve; the said interlocking can only be removed by the prescribed
putting on of the crank.
The automatic drawing back of the controller crank to the braking position
is advisable also in this case, as also the actuation of the brake independently
of the controller crank, by means of a similarly arranged emergency key. The
above described interdependence of the movements of the several parts of the
arrangement can also be effected by other means in dispensing with the toothed
gear; this would not alter the essential feature of the invention.
If the automatic return of the controller crank to the braking position be
dispensed with the weighted cord or spring device acting on a fixed point a
of the casing would be replaced by a weaker helical spring sp indicated in dotted
lines in Fig. 9 having its fixed point m in the controller shaft, or in a boss
fixed thereto, and which only serves to bring the toothed sector a z¹ from the
point where the crank is taken off into the end position.
It is to be observed that it is immaterial to the essential feature of the invention
whether the train is worked by means of continuous current, alternating currents,
or rotary phase currents, the electrical arrangements being suitably modified
for either case.
If the dependence of the separate devices of the brake apparatus on the driver
is not so essential, the arrangement for electrically working the vacuum or air
pressure brakes of a train, especially in regard to the applicability of the arrange-
ment to separate motor carriages can be simplified, as will be explained with
reference to the drawing accompanying this specification.
The brake valves B B on the two drivers' stands of a motor carriage are
rigidly connected to the switches A1 and A2 in such a way that the motor working
the air pumps is cut in when the brake valve is in the "running" position and
cut out when it is in the "braking" position. There is also on the carriage a
special switch e, independent of the brake valve and accessible only to the driver
which must be closed during the whole time of running. When the switch e is
closed and the brake valve is in the "running" position the circuit is as follows:-
From the main lead over switch e and both brake valve switches A¹ A to the
automatic connecting and disconnecting switch a a, which need not now be de-
scribed further, and over this to the air pump motor L M to earth E.
It is evident that the air pump motor may be put out of action by any of these
four switches which are in series in the circuit, each however, having a special
function. The switch e is an ordinary connector which is closed only at the
beginning of running and opened only at the end thereof. The two switches
coupled to the brake valves are similar both in operation and in use and put the
pump motor out of action at the beginning of the braking of the carriage and into

page_text: "
action again as soon as the brake valve is turned to the running" position.
The cutting out of the pump motor while braking is of especial importance in
vacuum brakes in order that the braking action shall not be impaired by the
reproduction of the vacuum which has just been destroyed by opening the brake
valve.
The automatic connecting and disconnecting switch a a, which has been de-
scribed above, automatically retains the degree of vacuum or air pressure within
certain limits. With the switches A¹ and A starting resistances may be combined.
The main object in making the switches A1 and A2 together operative is that
when the brake valve, not actuated by the driver, is used for emergency braking
the interruption of the pump motor may also be effected. If this advantage is
dispensed with the arrangement may be such that the switches A' and As, rigidly
connected with the brake valves, are placed in a null-position in which the current
to the pump motor is interrupted but the brake lead is still in circuit and only
in this position can the handle or crank which moves the switch be inserted or
withdrawn.
Having now particularly described and ascertained the nature of our said in-
vention and in what manner the same is to be performed, we declare that what
we claim is:-
1. Apparatus for electrically working vacuum and air pressure brakes by means
of which, by a suitable handle or lever, the brakes are actuated from the electric
locomotive or driver's carriage simultaneously with the pump motors for working
the brakes, in a manner suitable to the braking system in use, substantially as
described.
2. Apparatus, such as is referred to in Claim 1, in which the interdependence
of the actuation of the brakes and the pump motors is such that the pump motors
are put out of action only during "braking" when automatic vacuum brakes
or automatic air pressure brakes with one train pipe for electrical working from
the motor carriage are used, and only during "running" or "off-braking" when
simple non-automatic brakes are used, substantially as described.
3. In apparatus such as is referred to in Claim I the combination of a brake
valve and a starting switch or a switch for putting the pump motors in and out
of circuit, such valve or switch being actuated simultaneously, removable by a
handle which, when it is withdrawn, disconnects the brake valve from the switch
and interrupts the current to the pump motors, while when it is replaced the valve
and switch are again connected and the current is supplied to the pump motors,
substantially as described.
4. In a train. driven by an electric locomotive and using an air pressure brake
system, an electric brake lead passing along the whole train, which lead is per-
manently connected with the pump motor on the locomotive and comprises a
switch on each carriage, which switch is united to the coupling valve of the train
pipe and is movable therewith, while on the last carriage of the train the said
fend is connected with earth or the return lead through a special switch worked
either by hand or by the indicator which must be inserted into the last carriage,
substantially as and for the purpose set forth.
5. In a train made of motor carriages and using an air pressure brake system,
to electric brake leads passing along the whole train, which leads comprise double
switches united to the coupling valves of the train pipe and movable therewith,
the one lead serving as a common lead to all the pump motors of the train and
connected with the overhead lead at the driver's carriage, while the other lead
serves as a common return lead and is connected on the last carriage with a special
switch worked either by hand or by the indicator which must be inserted into
the last carriage, substantially as and for the purpose set forth.
G. In apparatus such as is referred to in Claim 3 a regulating resistance on the
driving carriage which resistance by inserting the handle is put in circuit parallel
to the automatic connecting and disconnecting switch and can in certain cases

page_text: be actuated by an emergency switch on the other motor carriages, independently
of the brake valve handle, whereby at least one of the pumps on the train may be
set in motion substantially as and for the purpose set forth.
7. In apparatus such as is referred to in Claims 1 to 3 a special emergency
contact on the brake valve, which contact unlike the, brake handle does not effect
a coupling between the brake valve and starting switch, but is for the purpose
of putting the guard in the position to work the emergency brake on each car-
riage, substantially as described.
8. In apparatus such as is referred to in Claims 1 to 3 an emergency switch
having 3 positions, the first, normal position which in normal working must
obtain on all curriages, the second position into which the emergency switch must
be brought on the driver's carriage when the pump thereof or the pump motor
has been put out of use, and the third position into which the emergency switch
must be brought on that carriage of which the pump motor is to be brought into
use as a substitute for the damaged one, substantially as described.
9. In apparatus such as is referred to in Claims 1 to 3 working with air pressure
brakes having a second pipe connecting the main air reservoir of all the carriages
in the train, shutting off cocks which cut off the brake valves of all non-driving
carriages from the main pipe, such shutting off cocks being so arranged that when
they are in their shut position the corresponding starting switch or switches for
the pump motors are locked so that these can be actuated only in the open
position of the said shutting off cocks, substantially as described.
10. In apparatus such as is referred to in Claims 1 to 3 working with air
pressure brakes having only one main pipe, the arrangement whereby the pumps
of the non-driving carriages discharge into the main pipe and through this into
the main air reservoir of the driving carriage until they are cut off by the
automatic connector and disconnector set to the normal off-brake" pressure,
while the pump of the driving carriage pumps air directly into the main air
reservoir up to the highest pressure; and whereby the main air reservoir of
the non-driving cars are shut by cut off cocks which at the same time open the
pumps to the main pipe, substantially as described.
11. In the arrangement referred to in Claim 10 the arrangement whereby the
starting switch or switches for the pump motors are locked when the cut off cocks
are in the cut off position so that the said switch or switches can be worked only
when the cut off cocks are open, substantially as described.
12. The construction of the brake valve and the starting switch or switch for
the pump motors and the controlling crank of the electric locomotive or the
motor carriage such that by means of these not only the motion of the train but
also the pneumatic brakes may be actuated by which construction connection
between these parts is first effected by the insertion of the controlling crank and
the unlocking of the independently moveable device follows and simultaneously
therewith all the circuit closing and cock regulating defined in Claims 6, 9
and 11 is effected, which closing and regulating must have been already performed
by hand on the driving car, while by withdrawing the said crank the said closing
and regulating of the separate parts, except the brake valve, are effected in the
contrary sense, substantially as described.
13. In apparatus such as is referred to in the preceding claims a brake valve
rigidly connected with the starting switch for the pump motor, so that when the
brake valve is in the "braking" position the pump motors are put out of action,
while when it is in the "running" position they are put in action again, substan-
tially as described.
Dated this 23rd day of June 1900.
ABEL & IMRAY,
Agents for the Applicants.