Year: 1897

page_text: I, HARVEY SLAUGHTER PARK, Mechanical Engineer, of 3733 Langley Avenue,
Chicago, Cook County, Illinois, United States of America, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
The object of my invention is to provide a quick-acting brake which shall be
simple in construction and positive and reliable in operation; and my invention
consists in the features and details of construction hereinafter described and
claimed.
In the accompanying drawings, Figure 1 is a vertical longitudinal section on
line 1 of Fig. 2; Fig. 2, a cross sectional view on line 2 of Fig. 1; Fig. 3, a
sectional view of a bushing for the valve-case forming a seating for the slide valve
of the device and taken on line 3 of Fig. 2; Fig. 4, a face view of the slide valve
of the device; Fig. 5, a longitudinal section also on line 1 of Fig. 2, but showing
the position of the parts while making a service stop; Fig. 6, a longitudinal section
also on line 1 of Fig. 2, showing the position of the parts in making an emergency
stop; Fig. 7, a longitudinal section also on line 3 of Fig. 2; Fig. 8, a sectional
view with the balancing valve omitted, and Fig. 9, a face view of the slide valve
used in Fig. 8.
The casing A is provided with a chamber A¹, containing the working parts of the
apparatus and composed of an inner and outer chamber of unequal diameters. The
inner or smaller chamber is provided with a bushing A2 and the outer or larger
chamber with a bushing A³. The end of the inner chamber is closed by a cap C and
the end of the outer chamber by a cap or casing B. The slide-valve D is located in
the smaller part of chamber A' and is provided with a seat formed in the bushing A².
Passages open upon this bushing and are controlled by this slide-valve, which
constitutes the brake release and emergency mechanism of the device. A piston E
works in the outer end of chamber A' and is adapted to actuate the slide-valve by
means of its stem e, whose head, in the ioward travel of the piston, abuts against
arms extending from the slide-valve across the chamber A¹.
The slide-valve is actuated in the outward movement of the piston by the head
of the stem abutting arms of lugs X, which extend from the slide-valve and are
located one on each side of the stem e, whereby the piston carries the slide-valve
with it in its movements.
A gasket or seating of leather or other suitable material is fixed at the inner end
of the larger part of the chamber A' and held to its place by the bushing A'.
This gasket forms. a seating for the piston when it has made its full inward travel.
D

page_text: °
.
The outer face of the piston is provided with a stem e', which reciprocates in a chamber
formed in the casing B. A hollow cap 6 closes the end of this chamber, and its
inner end forms a shoulder or flange in the chamber. Around the stem is arranged
a spiral spring e, one end abutting the inner end of the chamber and the other
abutting a loose collar e, which normally rests against the flange formed by cap b.
Near the free end of the stem and in the hollow cap a ring et is placed around the
stem, smaller than the other ring and held in position by pin e' through the stem.
On the slide-valve is formed a chamber D₁, provided at its upper end with a
plug D³, having openings d³ to permit the air in the triple-valve chamber to enter
the outer portion of chamber D¹. A. piston D² operates within the chamber and is
provided on each side with a stem, hereinafter designated the "inner" and "outer
stem. The end of the inuer stem forms a valve D, and its function is to govern
the passage d in the slide-valve. This valve is the service valve of the device and
controls the passage of reservoir-pressure to the brake-cylinder in service applica-
tions of the brakes. Besides the passage d the chamber D' is provided with ports
and passages d' and d², opening on the face of the slide-valve. In the plug D³ are
passages to permit train-pipe pressure from the chamber A¹ to enter therein against
the outer face of piston 12.
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Arms F and F¹ extend from the rear of the slide-valve across chamber A' and
travel in a slot or guide cut in the bushing A2, and between the arms is fixed a
spring, pressing the slide-valve to its seat. When the piston D2 has made its full
outward travel, caused by the excess of pressure on the inner face of the piston in
emergency action, the outer stem of the piston will abut spring and press it,
against the bushing A2, and the air pressure on the inner side of the piston and
inner end of chamber D' will hold the slide-valve to its seat both in emergency
action and also when the train-pipe accidentally parts.
The train-pipe connects with a passage G, which opens into the chamber in
which the slide-valve operates, which may be termed the "triple-valve" chamber,.
and is in direct and constant communication therewith. The outer end of
chamber A¹ is provided with a by-port G³ and a port P coinmunicating with' a
passage R, extending to the auxiliary reservoir.
The direct or emergency passage K extends from the chamber A¹ through
chambers H and 1', which are formed in the casing A. A piston H² travels in
chamber H and is provided with a balancing-valve H'.
In this chamber is a
bushing h, forming a seating for the balancing-valve and also for the non-return
valve 1, located in the chamber 1¹. A hollow cap L closes the outer end of the
chamber Hand forms a guide for the piston-stem. A. passage is formed in this.
cap and leads through the casing to port a³ iu the chamber A', whereby train-pipe.
pressure is admitted behind piston H2. The passage M communicates between.
the brake-cylinder and chamber I' and also the auxiliary reservoir N, as herein-
after explained.
A port or passage a is formed in bushing A² and leads through chamber I¹ to the
brake cylinder through passage M. Ports a² and a³ are also formed in the bushing:
and connect by a branch with port a. A port a connects with passage R, leading
from by-port P to the reservoir. Port or passage a' is the release port leading to
the atmosphere. These ports and passages are governed by the slide-valve, which
is provided with the three ports d, d¹ and d³, opening into chamber D', and with.
the recess for connecting ports a and at for releasing the brakes.
The operation is as follows:-The air from the train-pipe enters the passage G
and into the chamber A', forcing the piston E to the position shown in Fig. 1.
This action will open the by-port G', and the air will pass through the by-port to
the outer side of the piston, and will then enter the port P into the passage R and
hrough this passage to the auxiliary reservoir. The air will also pass from the
passage R into the passage a¹ to the underside of the slide-valve. The air will
enter from chamber A¹ into the chamber D¹ and seat the service-valve. Air will
also pass through the port a' into passage. and behind the piston H², forcing the
same inward to the position shown in Fig. 1, seating the valve. H¹.
The train-pipe

page_text: air having entered through the passage will feed slowly past piston
passage K to the underside of the slide-valve and balance the valve against
train-pipe pressure on the opposing face. Likewise auxiliary reservoir air being.
always in port a¹ against the underside of the valve will balance the same
against the train-pipe pressure in chamber A', so that the valve is balanced by
train-pipe and auxiliary-reservoir air on one side of the valve working. against:
train-pipe pressure alone on the opposing side.
To set the brakes for a service stop with a partial pressure of auxiliary-reservoir
air or the full pressure of the auxiliary reservoir, a slight reduction is made in the
train-pipe pressure, causing the piston E to move inward closing the by-port G'.
The piston will travel until the flange or ring e abuts the ring e, at which time
the spring will arrest the further travel of the piston unless a greater reduction
is made in the train-pipe pressure. The piston carries the slide-valve with it to
the position shown in Fig. 5, bringing the port d to coincide or connect with
port a² in the bushing A', when the air from the auxiliary reservoir will flow through
the passage R into the passage and port a¹ and through the ports d' and d¹ into
the chamber D'. The auxiliary-reservoir air on the inner side of piston D2 will
move it outward and unseat the valve D and flow through passage P, port a¹, port d!,
passage d, passage a through chamber 1, and passage M to the brake-cylinder and set
the brakes. When the air in the auxiliary reservoir has been reduced in pressure
below that in the train-pipe, the train-pipe pressure will move the piston D3
inward and seat the valve D. If it is desired to set the brakes with a greater
force, a further reduction is made in the train-pipe pressure, and when it is
necessary to set the brakes with full auxiliary-reservoir pressure the slight
reduction in the train-pipe is continued until the air-pressure is equalled between
the auxiliary reservoir and the brake-cylinder. To release the brakes, the train-
pipe pressure is restored and the piston E will travel to its normal position, and
the recess in the slide-valve will connect ports a and at and release the brakes.
To set the brakes for an emergency, a reduction is made in the train-pipe
pressure sufficient to have the pressure on the outer side of piston E overcome
the resistance of the spring 2, when the piston will make its full travel and carry
the slide valve with it. During this movement of the valve the recess will
connect the ports and passages a³ and a and the air behind the piston H2 will flow
through the passages 7, ports a³ and a³ to the brake-cylinder, and the air on the
opposing side of the piston will remove it outward. The further movement of the
slide-valve will uncover the port K in the bushing A2, and the train-pipe air will
flow from the chamber A¹ through the passage K, chambers H and 1', and
passage M to the brake-cylinder. The slide valve will connect passage a¹ with
port d'ard port d with port a, and the auxiliary. reservoir air will flow through
passage R, port a', and port d into chamber D' and from this chamber directly
out through port d and port a to the brake-cylinder, whereby the brakes will be
set by train-pipe air augmented by auxiliary-reservoir air to produce quick action
of all the brakes. During the movement of the slide-valve and before its full
travel, as shown in Fig. 6, the recess d' connects ports a³ and a, and thus causes
the exhaustion of the pressure into the brake-cylinder from behind the piston H³.
When the slide-valve has made its full travel, the recess will have passed said
ports and closed them, preventing the air from flowing into the chamber behind
the piston.
In setting the brakes for emergency stops, the auxiliary-reservoir air-pressure
being on the inner side of the piston D2 greatly in excess of the train-pipe
pressure on the opposite side, the piston will move to the position shown in Fig. 6,
increasing the pressure in chamber D and holding the slide-valve to its seat
against any pressure of auxiliary-reservoir air on the other side of the valve.
In the position shown in Fig. 6, the air behind the piston H' having already
been exhausted and the port a closed and the slide-valve having uncovered port K,
the train-pipe air removes piston H2, lifting the non-return valve, and passes into
the brake cylinder. The reservoir air now flows into the brake cylinder, and the

page_text: excess of pressure m the
Drake cymder over that in the train-pipe closes the
non-return valve, while the spring behind the piston H2 moves the piston inward
and seats the valve H'. In case of the parting of the train-pipe and the entire
emptying of the same and also chamber A¹ the auxiliary reservoir pressure will
force the outer stem of the service-valve heavily against the spring f, and the
air-chamber D will hold the valve D to its seat preventing its lifting or leaking.
It is evident that the balancing feature of my invention may be omitted,
although the device will be found to operate more satisfactorily and with a less
reduction of train-pipe pressure when balanced, whereby it is possible to vent a
larger amount of train-pipe air at a greater pressure to cause a higher equalization
in the brake cylinder. Fig. 8 shows the device constructed with the balancing
valve omitted.
It will be understood that the first travel of the slide-valve only operates
the brake release, while the service valve admits auxiliary-reservoir air to the
brake-cylinder, and that in its further travel the slide-valve not only vents
the train-pipe air through the emergency-passage, but also vents the auxiliary-
reservoir air to the brake-cylinder through a separate or emergency route
independent of the service-valve.
Although I have described more or less precise forms and details of construction,
I do not intend to be understood as limiting myself thereto, as I contemplate
changes of form, proportion of parts and substitution of equivalents as circum-
stances may render expedient without departing from the spirit of my invention,
and, furthermore, where I have designated certain parts and passages by reference-
letters in the specification it is obvious that I do so for clearness, and certainly not
as intending to limit myself to their particular form and location shown in the
drawings.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :
1. In a brake mechanism, the combination of a train-pipe, an auxiliary reservoir,
a brake-cylinder, a triple valve casing having a triple-valve chamber in direct and
constant communication with the train-pipe, a piston therein, and a slide-valve
actuated by the piston and governing an emergency passage from the chamber
to the brake-cylinder.
2. In a brake mechanism, the combination of a train-pipe an auxiliary reservoir,
a brake-cylinder, a triple-valve casing having a triple-valve chamber in direct and
constant communication with the train-pipe, a piston therein, a slide-valve actuated
by the piston and governing an emergency passage for venting train-pipe air to
the brake-cylinder in emergency action, and a service-valve for controlling
reservoir-pressure in service action.
3. In a brake mechanism, the combination of a train-pipe, an auxiliary reservoir,
a brake-cylinder, a triple-valve casing having a chamber in direct constant com-
munication with the train-pipe whose pressure completely fills the chamber,
a piston therein normally forced to one end of the chamber and governing a
by-port or passage to the reservoir, means for preventing the backflow of pressure
from the brake-cylinder and a slide-valve actuated by the piston and governing
ports and passages leading from the chamber and reservoir to the brake cylinder.
4. In a brake mechanism, the combination with the train-pipe, auxiliary
reservoir and brake-cylinder, of a valve-casing having a triple-valve chamber
into which the train-pipe leads, a piston therein normally forced against one end
of the chamber, a slide-valve actuated thereby, an emergency-passage governed by
the slide-valve and leading from the chamber to the brake-cylinder for venting
train-pipe air thereto in emergency action, and a service-valve independent in
action from the slide-valve and operated by reductions of train-pipe pressure to
control reservoir-air in service action.
.
5. In a brake mechanism, the combination of a train-pipe, brake-cylinder, and

page_text: auxiliary reservoir, a valvé-casing having a chamber communicating constantly
with the train-pipe, a slide-valve therein whose initial travel operates the brake-
release and whose further travel vents train-pipe air from the chamber to the
brake-cylinder, and also controls the admission of reservoir air, and a service-valve
controlling reservoir-air in service action.
6. In a brake mechanism, the combination of a train-pipe, auxiliary reservoir,
brake-cylinder, a piston-actuated service-valve admitting air from the reservoir to
the brake cylinder in service action and a slide-valve governing the brake release,
and both the train-pipe air and reservoir air to the brake-cylinder in emergency
action, the slide-valve acting independent of the service-valve piston in such
emergency action.
7. In a brake mechanism, the combination of a train-pipe, auxiliary reservoir,
brake-cylinder, a triple-valve casing having a chamber in direct and constant
communication with the train-pipe, a piston therein, a slide-valve actuated thereby
and governing the brake-release, and both the train-pipe pressure and the reservoir-
pressure to the brake cylinder in emergency, and a service-valve admitting air from
the reservoir to the brake cylinder in service action.
8. In a brake mechanism, the combination with a train-pipe, auxiliary reservoir
and brake cylinder of a valve-casing having a triple-valve chamber in direct
connection with the train-pipe and provided with a by-port communicating through
a passage with the reservoir, a piston in the valve-chamber controlling the by-port
a slide-valve actuated by the piston and provided with a chamber, a service-valve
located therein and controlling reservoir-pressure to the brake cylinder in service
action, a port or passage from the reservoir communicating with the slide-valve
chamber in service action for the admission of air in service action and controlled
by the service-valve, a port or passage leading from the slide-valve and forming a
communication with the port or passage for the reservoir air to flow direct to the
brake cylinder independent of the service valve.
9. In a device for actuating railway brakes, a balanced slide-valve actuating in
a triple-valve chamber having direct and uninterrupted communication with a train-
pipe, and governing a passage to the brake-cylinder whereby the train-pipe air is
vented from the chamber to the brake-cylinder by the slide-valve.
10. In a brake mechanism, the combination of a train-pipe auxiliary reservoir,
and brake-cylinder, a valve-casing having a chamber communicating directly with
the train-pipe and provided with a by-port communicating through a passage with
the auxiliary reservoir, a piston in the valve-chamber controlling, the by-port, a
slide-valve actuated by the piston, a service valve and a branch-pipe or passage
leading to the service-valve from said passage to the auxiliary reservoir, the
pressure therefrom being controlled by the service-valve in service action.
11. In a brake mechanism, the combination of a train-pipe, an auxiliary
reservoir, a brake cylinder, a valve-casing having a chamber communicating
constantly with the train-pipe, a slide-valve controlling the brake release in partial
travel and forming a direct communication between the train-pipe and brake-
cylinder, in its full travel, through the valve chamber and a separate valve governing
the admission of auxiliary-reservoir air to the brake-cylinder in service action, and
under control of train-pipe pressure.
12. In a brake mechanism, the combination of a train-pipe, an auxiliary.
reservoir, a brake-cylinder, a valve-casing having a triple-valve chamber in direct
and constant communication with the train-pipe, a slide-valve governing the port
of a direct emergency passage from the valve-chamber to the brake-cylinder,
a by-passage leading from the valve-chamber to the emergency-passage to
supply the same with train-pipe air, and a balancing valve in the emergency
passage.
13. In a brake mechanism, the combination of a train-pipe, auxiliary reservoir,
and brake-cylinder, a valve-casing having a triple-valve chamber communicating
directly with the train-pipe, a direct emergency passage leading from the chamber.
to the brake-cylinder and governed by the slide-valve, such valve being balanced

page_text: as to this passage by train-pipe pressure exerted on both faces, and a service-valve
independent in action from the slide-valve and controlling auxiliary-reservoir
pressure in service action.
14. In a brake mechanism, a slide-valve controlling passages to the brake
cylinder from the train pipe and from the auxiliary reservoir in emergency action,
such valve being balanced by train-pipe pressure and auxiliary-reservoir pressure
exerted on one side of the valve train-pipe pressure alone exerted on the
other side.
15. In a brake mechanism, the combination of a train-pipe, an auxiliary reservoir,
a brake-cylinder, a valve casing having a triple-valve chamber in direct and
constant communication with the train-pipe, a piston therein, a slide valve actuated
by the piston and governing an emergency-passage from the train-pipe through
the valve-chamber to the brake-cylinder, such slide-valve being balanced as to the
emergency passage by the same pressure exerted on both sides.
16. In a brake mechanism, the combination of a slide-valve and a fluid-pressure-
controlled locking device for preventing the lifting of the slide-valve in emergency
action.
17. In a brake mechanism the combination of a slide-valve and a locking device
controlled by extreme excess of reservoir-pressure over train-pipe pressure, for
preventing the lifting of the slide-valve in emergency action.
18. In a brake mechanism the combination of a slide-valve, a spring holding the
valve to its seat and a piston having a stem actuated by variations in train-pipe and
auxiliary reservoir pressure, and adapted to increase the tension on the slide-
valve, in the full travel of the piston in emergency action.
19. In a device for actuating railway brakes, the combination of an emergency-
valve and a service-valve device whose action in emergency application holds the
emergency valve to its seat.
20. In a brake mechanism, the combination of a casing having a triple valve
chamber, a piston-actuated slide-valve therein having an annexed chamber, a
service-valve operating therein and governing the admission of reservoir-air in
service application of the brakes, a spring for holding the slide-valve to its seat,
and a stem adapted to increase the tension of the slide-valve on its seat, and
operated by the service-valve in emergency action.
21. In a railway brake mechanism, a slide-valve controlling train-pipe air from
the triple-valve chamber through a direct passage to the brake cylinder, in
combination with a balancing-valve in the passage, and means whereby the
balancing-valve is removed from the passage before the slide-valve acts for
emergency purposes.
22. In a brake mechanism, the combination with a train-pipe, an auxiliary
reservoir, and a brake-cylinder, of a triple-valve casing having a chamber in direct
communication with the train-pipe, a slide-valve controlling the brake-release and
provided with an annexed chamber communicating at one end with the triple-valve
chamber, said slide-valve having a passage leading from its chamber to the brake-
cylinder, and a service-valve controlling such passage and comprising a piston
traveling in the slide-valve chamber and provided with a stem, normally seated in
said passage by train-pipe pressure entering the service-valve chamber from the
triple-valve chamber and exerted upon the piston.
23. In a railway brake mechanism, a balanced slide-valve controlling a direct
passage to a brake-cylinder from a triple-valve chamber having constant and direct
communication with a train-pipe.
24. In a brake mechanism, the combination of a train-pipe, brake cylinder, an
auxiliary reservoir, a valve-casing having a chamber communicating constantly
with the train-pipe, means for preventing the back flow of pressure from the brake-
cylinder a slide-valve therein whose initial travel operates the brake release
and whose further travel vents train-pipe air from the chamber to the brake
cylinder.
25. In a brake mechanism the combination of a train-pipe, auxiliary reservoir,

page_text: brake cylinder, a service-valve, mechanism for actuating the same directly by
auxiliary-reservoir pressure upon reduction of train-pipe pressure for admitting
pressure from the reservoir to the brake-cylinder in service action, and a piston-
actuated slide-valve governing reservoir-pressure in emergency. action
independent of the service-valve actuating mechanism.
To£ Tan1007
and
HARVEY SLAUGHTER PARK.
Haseltine, Lake & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.