Improvements in Railway Brakes Worked by Fluid Pressure.
Year: 1891

page_text: Date of Application, 17th Apr., 1891-Accepted, 13th June, 1891
COMPLETE SPECIFICATION.
Improvements in Railway Brakes Worked by Fluid Pressure.
I, LEON SOULERIN of 4 Rue Marsollier Paris in the Republic of France,
Engineer 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 :-
My invention relates to improvements in the arrangement and construction of
railway brakes worked by fluid pressure as hereinafter described with reference to
the accompanying drawings.
The general arrangement or combination of apparatus for a brake worked by a
direct vacuum according to this invention is represented in elevation Figure 1 of
the drawings. In this case there are arranged underneath each vehicle a vessel V
constructed with a flexible diaphragm D and connected by a flexible or other pipe
with a main pipe extending the entire length of the train. This main pipe is
connected between the vehicles by hose and couplings. The connecting link of
the brake levers is attached to lugs secured to the diaphragm D of the
vessel V.
"
Between the diaphragm vessel and the main pipe there is a stop cock or cut off
valve cock › which enables the vehicle, in case of damage to the diaphragm vessel
10 act as a blank conduit without interrupting the continuity of the brake
apparatus. The locomotive is further provided with a double ejector Ee, a putting
on valve for controlling the supply of steam passing through a pipe a to the
ejectors, a taking off valve S and a vacuum meter e. The escape or exhaust from
the ejector apparatus takes place either in the water tank or at the exterior or into
an apparatus for deadening the noise according to circumstances.
The general action is as follows. In order to apply the brakes the driver turns
on the steam either in the large or in the small ejector according to the position
in which he places the handle or lever L of the putting on valve pl. The air
contained in the diaphragm vessel V is then drawn out or exhausted and the
diaphragm retiring into the metallic part of the vessel under the influence of
the external pressure actuates the connecting rods of the brake levers and applies
the brakes.
In order to take off the brakes air is allowed to enter the main pipe C by opening
the taking off valve S thus enabling the diaphragms to return to the "off" position
under the influence of their own weight or of counter springs suitably arranged
on the system of levers. For merely slowing down it is sufficient to work the
small ejector the large ejector E being employed only when it is necessary to
pull up more quickly,
The putting on valve represented in section in Figure 2 and in elevation in
Figure 3 is simply a three way cock, a is the steam supply or inlet passage, a
Figures 1 and 2 communicates with the large ejector E and a with the small
ejector e. A handle or lever 1, Figure 3, admits of being turned to or rotated so
as to occupy any one of three different positions. The central or intermediate
position corresponding with the centre line L Figure 2 shuts off steam from both
ejectors; the position corresponding to L' admits steam to the small ejector e and
the position 1 admits steam to the large ejector E. This valve or cock is secured
in position by means of a flange.
The ejector apparatus (illustrated in longitudinal elevation in Figure 4 and in
transverse section on the line M N Figure 5) is composed of the large ejector E
and the small ejector. The latter works with central steam jet delivered by a
cone and draws air from the branch on the main pipe through a passage or
connection d (Figure 1) and the former or large ejector works with an annular jet

page_text: of steam delivered around a cone T and draws air from the main pipe C through
the branch pipe (Figures 1 and 4). Steam is supplied to the large ejector at a'
and to the small ejector at a². Both ejectors discharge through the passage ().
The apparatus is placed horizontally a small screwed nipple is situated at the
lowest part of the chamber and provided with a small orifice for the escape of water
of condensation.
In addition to this continuous blow off of the ejector a tap may be connected
with the main at a point below the level of the several apparatus and towards
which the two portions of the pipe are slightly inclined. This tap enables
any water that may have condensed in the pipes to be drawn off from time
to time.
"
The taking off valve is screwed directly on to the air suction pipe of the large
ejector. It communicates through with the main pipe and is provided with a
retaining valve e which prevents air from passing from the ejector to the main pipe.
The space below the valve c communicates at with a vacuum gauge e. The
valve S which is worked by a handle m is maintained in its normal or closed position
by the action of a spring and is seated on a rubber washer a similar to those
employed in the couplings.
The air pipe leading to the small ejector e communicates with the space below
the valve at d³ Figure 3 provided with a retaining valve k performing similar
functions to the valve c. The vacuum gauge or meter v constantly indicates the
degree of rarefication of the air in the main. The ejector apparatus and the
taking off valve are bolted to the engine by a plate A.
The coupling represented in Figures 6, 7 and 8 is composed of a head piece U
and of a union attached by collars to the extremities of a rubber tube or
hose B. Leakage is prevented by means of rubber washers (Figure 8)
retained in position by ferrules the external lips of these washers close auto-
matically under the influence of external or atmospheric pressure.
The open
ends of the hose at the extremities of the train are closed by stoppers B' with
bayonet joints (Figures 7 and 8) attached to AUD iron bracket or simply
suspended on a chain. The ferrules are also provided with two projections
enabling them to be screwed into the head of the coupling by the aid of a
correspondingly shaped key.
The diaphragm vessel illustrated in section in Figure 9 is composed of a
metallic part V and of a diaphragm 1 of strong rubber cloth. The diaphragm
is secured between a flange on the metal part and a ring or protecting case
by means of screws, and an eve attached to the centre transmits the movements
of the diaphragm to the connecting rod which works the brakes. This diaphragın
vessel is connected by a pipe with the distributer.
The brake cylinder illustrated in section in Figure 10 and which may be
employed in place of the diaphragm vessel is provided with a piston P having
packing of cup shaped rubber and connected with the brakes by the piston
al
roda.
Where it is possible to always have the same vehicles at the tail ends of
the trains, the advantages of automatic action combined with the employment
for normal working of direct acting brakes can be secured with relatively small
expense.
The arrangements employed in this case are illustrated by the diagram in
Figure 1.
The tail van N is merely provided with an auxiliary reservoir R and a
distributer D' which does not act except when the couplings give way. A cord:
extending from one end of the train to the other connects this distributer with
the engine or with the valve of the ejector. In normal working a lever placed
perpendicularly to the axis of the train prevents any movement of the parts of the
distributer.
Each time that the air is exhausted in the pipe for putting on the brakes it is
likewise exhausted in the auxiliary reservoir where an amount of force is thus

page_text: stored up which is not called into action unless a coupling breaks.
In this case
the lever is moved by the cord z into a position parallel with the axis of the
train; the distributer is then free to act and establish communication between the
auxiliary reservoir and the corresponding diaphragm vessel; the air contained in
the latter expands into the auxiliary reservoir and the diaphragm being raised
the atmospheric pressure causes the application of the brakes on the wheels of the
vehicle in question. Now as, at this moment the tail section or hinder part of
the brake mechanism has not yet had time to reverse the movement it follows that
the braking force of a single vehicle is amply sufficient to stop it. The supple-
montary apparatus may likewise he carried either upon the locomotive or on any
other vehicle at the front end of the train the distributers being always connected
together by the cord.
The distribution valve or distributer D' herein before referred to is illustratedl
in section in Figure 12 and is provided with two pistons 4 and 4' with cup shaped
packings and attached to one piston rod i. This distributer communicates with
the main pipe and with the auxiliary reservoir through passages indicated at (
and R respectively and with the diaphragm vessel through the passage V.
[[]]
In normal working, the lever l'oscillating on an axis or centre o is placed by
the action of a spring in a position perpendicular to the axis of the train and
prevents the rod i from moving so that when a vacuum is produced in the main in
order to apply the brakes air is exhausted from the diaphragm vessel at the same
time as in the auxiliary reservoir. When air is admitted for taking off the brakes
the packings of piston close and prevent air from returning to the auxiliary
reservoir.
In case a coupling breaks the forward part of the cord being divided pulls the
lever into position parallel with the axis of the train thus disengaging the
rod the external pressure acting on the piston ½ pushing up both pistons / hi
connects the auxiliary reservoir R with the diaphragm vessel and causes the brakes
to be automatically applied.
A lever worked from the exterior of the vehicle by a suitable pull or
connection enables the lever // to re-engage with the piston rod and restores the
parts to their normal positions.
The arrangements of brake levers such as those which are represented in the
diagrams Figures 13, 14 and 15 for example present certain disadvantages which
are removed by means of the arrangement next hereinafter described.
The pressure transmitted to the shoes is proportional to the cotangent of the
angle a Bẞy and hence it results that when the shoes wear away this angle diminishes
and the cotangent increases so that the difference between the power calculated for
and that actually exerted is liable to become considerable. Moreover in common
with all combinations of brake levers which are attached to the body of the vehicle
or to the under frame of the carriage the force exerted on the brakes is practically
independent of the load on the vehicle.
The first of these defects is remedied by employing motor apparatus whose power
diminishes in proportion as the stroke increases so that the force of the pulling or
pushing action exerted at y decreases in proportion as the point y approaches the
line Ba
1.
In the case of a brake worked by the diaphragm vessels V for example these
vessels may with advantage be made of shapes such as those represented in
Figure 13 or 14 for example in which the parts of the diaphragm near the edges
become applied against the sides of the metal vessel V so that the acting r
effective area diminishes in proportion as the amplitude of the movement increases,
Figures 13 and 14 illustrates examples of the application of this principle to a
vacuum brake and to a compressed air brake respectively. Moreover in order to
facilitate the adjustment of the distance between the shoes and the wheel tyres the
levers are connected by a device drawn on a larger scale in Figure 13. F is a
box made of cast steel or maileable cast iron for the reception of the screwed
extremities of the rods that work the shoes. The end of each rod is passed through

page_text: a mut j made of the shape represented in the drawing so as to be capable of rocking
on as pherical surface or bearing & 8. This nut is provided with a pin or screw p
which may be introduced through an opening formed at p and enables the shoes to
be drawn back when the brakes are taken off.
It results
The second defect is remedied by means of the arrangement illustrated in
Figure 16 and in which the shoes, in place of being directly supported by the
suspension rods G, as in Figures 13 and 14, unattached to a lever QQ. This
lever is supported at by a suspension rod (and at either by the axle or the
grease box or by the spring. A slot at Q' enables the lever Q Q to slide upon its
support so as to enable the brake shoes to be pressed against the wheel.
from this arrangement that when the frame (indicated at 2) of the vehicle or
carriage is forced down by the weight of the load to the level indicated at 'e for
example the pivot or centre Q descends to Q moving through a greater distance
than from = to =¹. On the other hand the part y descends to y' moving through a
distance y = = =¹. It results that the angle a' Qy is smaller than the
angle a Qy and that consequently the power exerted on the shoe is augmented
without altering the stroke of the part working the brake.
1
Figure 17 illustrates an arrangement which is to be employed when a thrusting
action is exerted at Y. In this case the point where the shoe is attached is
arranged between the centre on the joint with the hanger G and the point of
support at Q so that when the springs are deflected by the load the point
lowered to a lesser extent than the point y the angle 'y' is diminished in the
same proportion.
being
My invention also relates to the construction of an automatic vacuum brake
capable of being regulated. This apparatus is illustrated in elevation in Figure 18.
One main pipe extends throughout the entire length of the train and each vehicle
is provided with sundry pieces of mechanism hereinafter described namely,
First. An auxiliary reservoir or chamber R in which a vacuum is maintained.
Second. A diaphragm vessel V or a brake cylinder actuating the levers working
the brakes.
Third. A distributing apparatus D connected on one hand with the main pipe C
and on the other hand with the auxiliary reservoir R and also with the brake
cylinder or chamber V.
Fourth A taking off valve s placed on a tee piece situated between the
distributer and the diaphragm vessel.
A vacuum meter or indicator and an air admission valve are also provided inside
the guards vans. The locomotive is provided with the same parts as the other
vehicles and carries in addition the following apparatus namely,
First. A valve supplying steam to the actuating apparatus.
Second. A double ejector Ee communicating with the end of the main pipe C
and which serves to produce and maintain the vacum in the latter as well as in the
auxiliary reservoirs. This ejector is provided with a continuously acting outlet
for escape of condensed water.
at
Third. An actuating apparatus by means of which at one time steam is enabled
to be supplied to one or the other of the ejectors in order to take off the brakes and
keep them off and at another time atmospheric air is admitted to the main pipe in
order to put on the brikes. A vacuum meter upon this apparatus indicates the
degree of rarefication of the air contained in the niain.
Fourth. A co k or tap for the discharge of condensed water from the main.
The working of this brake is as follows. Whilst the train is in motion a vacuum
is produced an intained in the main and in the auxiliary re-ervoirs by means of
the ejector apparatus. During this time the distribuiers connect the brake
cylinders or diaphragm chambers with the exterior. In order to put on the brakes
a suitable quantity of air is simply admitted to the main. The communication then
established between the auxiliary reservoirs and diaphragm vessels rarefies the air
contained in the latter, the atmospheric pressure acting unler the diaphragms forces
them upwards and presses the brake shoes against the tires of the wheels. In order

page_text: to take off the brakes a vacuum is again formed in the main thereby re-establishing
the communications for advancing or proceeding on the journey. Under these
conditions the diaphragm vessels being caused to communicate with the exterior
the diaphragms descend and take off the brakes.
The degree of force with which the brakes are applied varies in accordance with
the amount of air admitted to the main pipe. The action of the brake is thus
enabled to be regulated. The brake is also automatic in its action as any rupture
of the main pipe enabling air from the exterior to enter this pipe causes the brakes
to be applied.
The ejector apparatus comprises the actuating valve and the ejector apparatus
proper.
The actuating or working valve represented in plan in Figure 19 and in section
in Figure 20 is secured by means of a plate or flange A to a corresponding plate
or flange A on the ejector apparatus illustrated in longitudinal section and in
elevation in Figures 25 and 26 respectively.
The amount of steam which is supplied at VI (Figure 19) is regulated by means
of an ordinary stop cock placed on the steam dome and worked by a connecting rod.
This cock can be adjusted in either of two positions when in one position it admits
steam to the working valve when the engine is working and when in the other
position steam is cut off from this valve the engine being at rest.
The opening at (communicates with the main, and the vacuum meter is
connected at Figure 19. K is a passage which may either be closed by a plug or
connected with a supplementary reservoir which may be employed in taking off the
brakes on very long trains.
The flanges or plates A' and A are provided with corresponding orifices or
openings as hereinafter described.
are for the supply of steam to the large ejector, are for the supply of
steam to the small ejector. are for supplying air to the large ejector, d³ï³ are
for supplying air to the small ejector.
The valve itself is composed mainly of two flat dises and illustrated
separately in Figures 21 and 23 working on two corresponding fixed seats Pland P
(Figures 22 and 24). The dise q is provided with an opening of which can be so
placed as to coincide with either the orifice or in the seat P" corresponding
respectively with the orifices or parts ³ ³ and 13 13. The steam enters the
chamber W over the valve dise (Figure 20). The disc is provided with an
orifice for the admission of air which communicates with the chamber connected
with the atmosphere. This orifice is capable of being placed in front of an
opening in the plate or seat P2 communicating with the main. The scating Pis
further provided with three other openings namely,
corresponding with
corresponding with d³ d³.
K' corresponding with K.
The disc is further provided internally with two circular connecting channels
or passages in ir and Figure 23. The passage in in connects the main either
with the air supply passage of the large ejector or with the passage d' d' d'
of the small ejector. The passage comments the air supply orifices of the small
and of the large ejectors with the passage K K' of the supplementary reservoir.
The spindle of the valve is provided with a handle a enabling the valve to be
accurately adjusted in any of the four positions by means of suitable marks on
the case.
In the first position (I Figure 19) which takes off the brakes steam is admitted
to the large ejector only all communication between the external atmosphere and
the main pipe being interrupted. A vacuum is produced in the main pipe and in
the auxiliary reservoir simultaneously.
In the second or running position (II Figure 19) the steam is supplied to the
small ejector only which works normally during all the time that the train is in
motion in order to maintain the vacuum in the apparatus, the communication

page_text: between the external atmosphere and the min being interrupted air is constantly
exhausted from the supplementary reservoir or vacuum chamber.
In the third position or position of rest (being the position III indicated in
Figure 19) steam is cut off from both ejectors and the main pipe is not yet placed
in communication with the external atmosphere.
In the fourth position or position for putting on the brakes (IV Figure 19) the
external atmosphere is admitted to the main pipe but no steam is allowed to pass
to either of the ejectors.
e.
The ejector apparatus Figures 25 and 26 is composed of a large ejector E and a
small ejector
The latter is worked with a central steam jet and draws air from
the main through the orifice d³ and the former or large ejector E is worked with an
annular steam jet and draws air from the main pipe through the orifice. The
cones or nozzles are marked T and respectively and the discharge passage from
both ejectors is represented at O.
The distributer which is employed with this arrangement is such as that
represented in Figure 27 for example.
This apparatus contains two moveable parts or combinations: the first com-
bination comprises two pistons and with cup leathers and a valve all attached
to one rod capable of sliding longitudinally in a sleeve or guide formed by the rod
of the second combination.
This latter comprises a diaphragm m' and a valve the seat of which is formed
by a rubber ring or washer F The apparatus communicates at R with the
auxiliary reservoir and at C with the main pipe and at V with the diaphragm
chamber or brake cylinder.
During the running of the train and when the brakes are taken off the two
combinations of pistons and valves are at the bottom of their strokes the air from
the auxiliary reservoir is exhausted or drawn into the main pipe and passes around
the cup leather of the piston whilst the diaphragm vessel communicates with the
external atmosphere through orifices o³ through the valve which is moved
away from its seat and through a series of holes of of.
When the external atmosphere is allowed to enter the main pipe in order to put
on the brakes the packing of the piston obstructs the passage and the two com-
binations of pistons are moved up to the highest positions. The valve then
leaves its seat thereby allowing air to pass from the brake cylinder or vessel to the
auxiliary reservoir whilst the valve closes all communications with the exterior.
An exhausting action results and the diaphragm or piston connected to the brake
levers is raised by the action of the atmospheric pressure.
When the resultant of the pressures which are exerted upon the moveable con-
binations and which was at starting exerted in a downward direction, changes its
direction in consequence of changes in the pressures in the cylinder and in the
reservoir, the valve is pressed on to its scat and prevents the air remaining in
the diaphragm vessel from passing into the auxiliary reservoir. Consequently the
force exerted on the external surface of the diaphragm varies according to the
quantity of air introduced into the main pipe. The pressure of the shoes upon
the tires of the wheels is thus enabled to be graduated as required.
Figure 28 illustrates in section an auxiliary reservoir formed by a cylindrical
chamber of galvanized sheet iron riveted and welded. One extremity is provided
with an internally screwed flanged union into which the connection with the main
is screwed.
The valve employed for taking off the brakes is illustrated in section in Figure 29
and is attached to a tee piece situated between the distributer and the brake
cylinder or chamber. It may be placed on the auxiliary reservoir if preferred.
This apparatus is provided with a valve s maintained against its seat by the com-
bined action of a spring and atmospheric pressure and which may be removed from
its seat by the aid of a lever I worked by cords or pulls from each side of the
vehicle. Air is admitted and the brakes taken off in automatic apparatus by means
of this valve.

page_text: The couplings may be arranged as hereinbefore described with reference to
Figures 6 to 8.
Figures 30 and 31 represent in section and in elevation respectively a coupling
head fitting the coupling employed by the Vacuum Brake Company. The joint is
made by means of a ferrule and a rubber washer. The tenons or tongues
engage with the recesses and are provided with a stop or projection which being
situated behind the notched or recessed web prevents the coupling from becoming
accidentally unfastened.
The air inlet valve provided on the van is illustrated in section in Figure 32 and
in plan in Figure 33. This valve is placed in the guards van to enable the guard
to apply the brakes in case of emergency.
The valve is worked by simply depressing the lever so as to admit air to the
main pipe and apply the brakes. When travelling leakage is prevented by the
valve which is held to its seat by a spring and by the action of atmospheric
pressure the seat being provided with a rubber washer or ring similar to the washer
employed in the couplings. C is a branch pipe from the main.
In the case of trains composed of a great number of vehicles employ the
distributer represented in Figure 34 which is similar to that hereinbefore described
and illustrated in Figure 27 with the addition of a third combination of mechanism
consisting of two diaphragms and fand a valve g. The space above the
diaphragm communicates with the main and the space under the diaphragm /**
is connected with the reservoir and the brake vessel communicates with the space
between and When air is suddenly admitted to the main through the
working valve the valve g' (Figure 34) of the distributer on the first vehicle opens
and air being admitted through the orifices o into the main causes the valve y' in
the distributer of the next vehicle to rise or open a similar effect being produced
through all the vehicles in succession to the farthest end of the train. This method
of working is employed when it is necessary to pull up very quickly. On the other
hand when a relatively small initial pressure is admitted the vacuum created in the
space between and prevents or impedes the movement of the mechanism
so that the application of the brakes can be graduated throughout the entire range
allowed by the distributer illustrated in Figure 27 in place of the distributer for
accelerating the application of the brakes as lastly herein before described two
reservoirs or vessels may be provided on the engine one containing compressed air
and the other being a vacuum chamber. Air which had entered the main passes
into this chamber.
Brakes worked by compressed air according to this invention are constructed
with a combination of mechanism arranged as represented in Figure 35. The
mechanism carried by each vehicle comprises the following parts namely,
First. A distribution apparatus or distributer X connected on one hand with
the main pipe Cand on the other hand with the auxiliary reservoir R and with
the brake cylinder or vessel at V.
Second. A brake cylinder or vessel V which works the brake levers.
Third. An auxiliary reservoir R charged with compressed air when travelling.
Fourth. A cut off valve 1 (about inch) placed between the main pipe and the
distributer.
Fifth. Two coupling cocks H (about 1 inch) for closing the extremities.
Sixth. A discharge cock or tap for taking off the brakes when they have been
automatically applied that is to say on the rupture of a pipe. This cock or valve
empties the brake cylinder by letting out the compressed air which has entered it to
put on the brakes.
The guard's vans are further provided with a pressure gauge connected with the
main and with a stop cock (1 inch) enabling the guard in an emergency to allow
air to escape from the main pipe and stop the train.
The locomotive may be provided with similar brake mechanism to the other
vehicles and in any case is provided with the following parts namely,
A steam supply valve R worked either directly or by a connecting rod,

page_text: A compressing pump Y worked by steam and supplying compressed air con-
tinuously to the main reservoir or air chamber the main pipe and the auxiliary
reservoirs or air chambers.
A main compressed air chamber R².
A working valve J with a small equilibrium chamber R³ connecting the main
pipe with the main air chamber or with the exterior.
A triple acting gauge indicating simultaneously the pressures in the main air
chamber, in the main pipe and in the equilibrium chamber.
The action is as follows.
When the train is travelling the compressing pump maintains the charge of com-
pressed air in the main air chamber and this pressure is transmitted through the
working valve to the main pipe and is distributed in the auxiliary reservoirs or air
chambers. At the same time the distributers place the auxiliary air chambers in
communication with the main pipe and connect the brake cylinders or vessels with
the atmosphere.
In order to put on the brakes a certain amount of air is simply allowed to escape
from the main pipe. By the action of the distributers all communication is then
closed between the auxiliary air chambers and the main pipe on the one hand and
between the brake cylinders or vessels and the exterior on the other hand but com-
munication is established between the brake cylinders or vessels and the auxiliary
air chambers so that the air contained in the latter is enabled to act upon the
pistons or diaphragms and thus applies the brakes.
In order to take off the brakes compressed air is readmitted to the main pipe
thereby restoring the communications for travelling. The brake cylinders or vessels
then communicate with the exterior the pistons or diaphragms return to their
original position under the action of counter springs or the weight of the brake
levers and the brakes are thus taken off.
The force with which the brakes are applied varies according to the amount of
air allowed to escape from the main pipe so that the action of the brakes is under
control. The brake is also automatic in its action as breakage of the main pipe
enables compressed air to escape and puts on the brakes.
The compressing pump illustrated in section in Figure 36 is constructed with a
steam cylinder Y and an air cylinder Ythe pistons in these cylinders being attached
to the same roi.
Steam from the boiler being supplied at R' acts on the two inner surfaces of the
differential pistons which are connected by a rod actuating the main valve T.
The space above the piston communicates through a passage with a chamber
in which works a secondary slide valve and according to the position of the latter
is connected either with the escape or with the steam supply. The lower or under
surface of the piston c is constantly in communication with the exterior. The area
of the piston being greater than that of the piston the two pistons are forced
up and the admission or inlet is opened under the motor piston P. The latter on
reaching the end of its upward stroke forces up the secondary slide by means of
a small rod thereby causing steam to pass to the space above c. The pistons c² c
then descend and the slide valve T' admits steam to the upper side of the piston P
and connects the lower end of the steam cylinder with the exhaust. On arriving
at the bottom of its stroke the piston P3 acts upon the rod and draws down the
slide thus connecting the space above the piston with the exhaust. The
pistons then useind and the series of operations is repeated. The air
cylinder is of the ordinary type, are the suction valves and are the
delivery valves the compressed air is discharged at s'.
The working valve illustrated in section in Figures 38 and 39 is constructed with
two sets or series of pistons and valves one marked I, J and K being employed
for regulating the amount of depression and the other marked M'NO' enabling
the pressure or charge admitted to the main to be regulated as required. All the
pistons are provided with cup shaped packings arranged as represented in the
drawings.

page_text: The pipes or passages R and C connect with the pipes placing the apparatus in
communication with the main reservoir and the main pipe respectively. The space
between the packings I and J' is constantly in cominunication with the external
atmosphere through a passage whilst the space between the packings I' and O'is
connected by a passage a with a tap or valve R likewise connected with a
passage communicating with the main reservoir. The concave sides of the
pistons M and are constantly in connection with the main air chamber and
with one another through a passage 3 and the space underneath the piston M'
is always connected with the main pipe through the passage 9. The valve is
worked by means of the disc valve R which is capable of being placed in three
principal positions. In the first position the passage a connects with, in the
second position the passage a communicates with the outer atmosphere only through
the passage whilst in the third position all communication is interrupted between
the passage a' and the orifice e³ or passage b'.
1
The pipe or connection M² leads to the pressure gauge of the main the con-
nection M is for the pressure gauge of the space between the pistons I' and O¹
and also connects this space with a small equilibrium chamber in case the space is
insufficient to enable a constant pressure to be maintained therein.
The action of the apparatus is as follows.
In order to charge the main pipe the cock R is placed in the first position and
allowed to remain in this position until the pressure in the space above the piston O¹
corresponds with that which is to be maintained in the main pipe. The valve R*
is then put back to the third position or position of rest.
The parts
marked MN O' then descend and the compressed air from the main reservoir
passes into the main pipe through the valve o' until the pressure acting on the
under surfare of the piston O' causes these parts to ascend and thereby close the
valve o. The pipe is now charged with air at the desired pressure.
When it is desired to produce a reduction of pressure in the main pipe the
valve R is placed in the second position until the pressure in the space between
the pistons and has been reduced to an amount corresponding to that which
has to be obtained in the main pipe after which the valve is returned to the third
position. The parts marked I J K then descend and enable air from the main
pipe to escape to the exterior through the passage E2 so long as the valve K' is
kept open owing to the equilibrium not being established. The pressure in the
main pipe is thus enabled to be reduced to any desired degree without danger of
causing a disturbance resulting from the forward motion of the air which it
contains.
In combination with compressed air brakes a distributer arranged either as
represented in section in Figure 40 or as represented in Figure 41 is employed.
These distributers contain two sets of pistons and valves. One set marked m²² a
operates in putting on the brakes and the set marked pqf is employed in taking
off the brakes.
The pistons mare provided with cup leathers arranged as represented
in the drawing. The distributers communicate at C with the main pipe, at R with
the auxiliary reservoir and at V with the brake cylinder or vessel. The action is
as follows.
When the train is travelling the main pipe being charged the compressed air
passes through the orifice C and enters the space enclosed between the pistons n³
and and passing round the packings or cup leathers proceeds through the
connection at R to the auxiliary reservoir the valve a being forced against its seat
and the parts marked being raised the brake cylinder then communicates
with the exterior through the open valve f
When a reduction of pressure is produced in the main for the purpose of putting
on the brakes the compressed air from the auxiliary reservoir presses the edges of
the cup leathers on the pistons and a³ against the sides of the casing whilst f* is
lowered and a is raised owing to the difference in the amounts of pressure exerted
on the two sides of 2 and n². The brake cylinder then ceases to communicate
B

page_text: with the exterior and receives compressed air from the auxiliary reservoir passing
through the passage g and the orifice V thus putting on the brakes.
When the pressure is restored in the main pipe the brakes are taken off the
valve a closing and the valve/rising so as to admit of the escape of the air which
had passed into the brake cylinder the two portions of which are then brought back
by the counter springs.
When the brakes are on and directly the resultant of the pressures which are
exerted on the parts marked m³ ³ aª and which is at first directed upwards changes
its direction owing to the reduction of pressure in the auxiliary reservoir and the
increase of pressure in the brake cylinder, the valve a' closes and prevents the air
from the reservoir from continuing to pass in to the cylinder.
The apparatus is thus essentially capable of being regulated and the pressure
transmitted to the cylinder depends exclusively on the reduction of pressure in the
main pipe.
the
By letting Sm and Sn represent the areas of the pistons, m² and n³
pressure in the auxiliary reservoir, y representing the pressure in the brake cylinder
and the pressure in the main pipe it will be seen that the value of y is given
approximately by the following equation.
=
Proporti
5 m
is greater than 1, equal to or less than 1.
In the first case y is greater than the difference of pressures in the auxiliary
reservoir and the main. The brakes are put on with full pressure by a partial loss
of pressure in the main as in the Westinghouse distributer but the apparatus admits
of the action being regulated within certain limits which may be determined by
= 1 the value of increases
calculation.
For example when
S n
S m
1 or
Sn
Sm
y
until z becomes equal to zero. A brake apparatus capable of being regulated in
the same way as the Carpenter, Wenger or Schleifer brake is thus obtained and in
which the putting of the brakes full on corresponds with a total loss of pressure
in the main. Again in the special case when
Sn
Sm
1 the apparatus acts as an
expander or pressure regulator and operates in such a manner that the pressure in
the brake cylinder or vessel can never exceed a given fraction of the pressure in
the auxiliary reservoir. This property renders it possible to construct apparatus
capable of working with the sanic brake power obtained either by the aid of a
vacuum or compressed air.
The distribution apparatus illustrated in Figure 40 having the connections
arranged in the same way as in a Westinghouse triple valve can be substituted for
this valve in less than a quarter of an hour and thus enables the action of the brake
to be regulated without any other change in the apparatus.
The distributing apparatus illustrated in Figure 41 is constructed with the
piston m³ larger than the piston the areas of the surface of the latter having
been calculated in such a manner that the pressure of the air admitted to the motor
apparatus shall not exceed 0.8 kilograme per square centimetre: This distributer
is employed when diaphragm vessels are employed in place of brake cylinders and
is capable of being regulated in the same way as the apparatus in Figure 40.
It is known that in beginning to apply the brakes with a Carpenter, Wenger, or
Schleifer apparatus it is necessary to waste a considerable quantity of the charge
in the main pipe.
Figures 42 and 43 illustrate in sections taken through planes at right angles to

page_text: one another a distributer which may be substituted for the Wenger distributer or
be introduced in a Carpenter or Schleifer brake for the purpose of remedying this
defect as described in the Specification annexed to Letters Patent granted to me
and dated 19th August 1889 No. 13070 with reference to Figs. 3 and 4 of that
Specification and which enables a depression to be obtained in the anterior
chamber of the brake cylinder which is greater than the depression in the main
pipe.
F
The brake cylinders may be constructed with two pistons as represented in
section in Figure 44 or with one piston according to the arrangement illustrated in
section in Figure 45. These pistons are provided with leather packings and
their rods are connected to the brake levers. Springs are employed to take
off the brakes. In general these cylinders are arranged to exert a thrusting action
in order to obviate the necessity for a stuffing box for the piston rod but in certain
special cases cylinders with a pulling action may be employed.
The diaphragm vessels are arranged as represented in section in Figure 46 being
closed on one side by a diaphragm D of strong rubber cloth supported between a
metal vessel V and a cover V. The pipe connecting the vessel V with the
distributer is attached at t' and the connecting rod working the brakes is
attached to the diaphragm by means of two plates or discs. These vessels are
preferably arranged to act by thrust in order to dispense with stuffing boxes. They
may either be combined with or separate from the auxiliary reservoir.
The coupling which I prefer to employ is represented in Figures 47 to 50 being
similar to that described in the Specification annexed to my Specification
No. 13070 hereinbefore referred to.
In case of trains of great length such as goods trains for example it is indis-
pensable to provide means for accelerating the application of the brakes at the
distant parts of the train and for this purpose I employ the distributer illustrated
in vertical and in horizontal section in Figures 51 and 52 respectively being
similar to the distribution valve described as being employed for the same
purpose in my aforesaid Specification No. 13070" with reference to Figs. 1 & 2 of
that Specification.
The employment of brakes capable of working either with compressed air or
with a vacuum is necessary for all vehicles which have to travel over different
railway systems in succession. By employing brakes working either with a
vacum or with compressed air a great reduction is effected in the weight of the
brake apparatus.
This reduced weight enables a corresponding saving to be effected in the first
cost and allows of additions in passenger carriages or saloon cars which could not
otherwise be made. The space underneath the vehicles being less encumbered
facility is afforded for carrying gas holders secondary batteries and other useful
articles. Existing brakes can be converted into brakes capable of working either
with a vacuum or with compressed air according to this invention without
necessitating any change in the brake levers and consequently with a minimum of
expense.
The apparatus hereinafter described are all based on the employment of dis-
tributers acting by reduction of pressure as explained with reference to Figures 40
and 41. The brake cylinders or vessels employed are constructed with two air
tight chambers in one of which the vacuum is produced when working with a
vacuum whilst the other chamber receives the compressed air which is expanded in
such a manner that the force exerted on the brake levers is practically equal to
that transmitted in working with a vacuum.
I will now describe a brake apparatus capable of acting either as a direct acting
vacuum brake or as an automatic compressed air brake capable of being regulated.
The general arrangement of apparatus provided on each vehicle is represented
partly in section in Figure 53. It comprises the following parts namely a main
pipe for the compressed air with the usual unions and valves the couplings being
similar to those hereinbefore described; a main pipe with its connections for the

page_text: vacuum a brake cylinder or diaphragm vessel (with two air tight chambers
namely a chamber for compressed air and a chamber V in which the vacuum is
produced) an auxiliary reservoir for the compressed air and a distributer similar to
the distributer illustrated in Figure 41 with a double valve at the side.
In working with a vacuum, when the ejector operates for the purpose of putting
on the brakes the double valve closes all communication between the exterior and
the chamber V of the brake evlinder or vessel from which the air is exhausted
whilst the atmospheric pressure is enabled to act in the chamber by passing
round the packing on the working rod and through the distributer: when the brakes
are taken off the air contained in the chamber y escapes through the distributer
and the double valve or through the latter only.
When working with compressed air the auxiliary reservoir is filled with
compressed air when travelling this air being under the same pressure as that in
the main pipe whilst the chamber y remains in communication with the external
atmosphere. On reducing the pressure in the main pipe for the purpose of putting
on the brake the air from the reservoir expands into the chamber which is cut
off from the external atmosphere so that the diaphragm rises and puts on the
brakes.
To take off the brakes pressure is readmitted to the main pipe the air contained
in y then escapes through the distributer whilst air from the exterior enters freely
at through the double valve.
The distributer which employ in this case is illustrated in section in Figure 54
and resembles the distributer hereinbefore described with reference to Figure 41
combined with a double valve N' with which it communicates through passages H¹
and L being itself constantly in communication with the auxiliary reservoir. The
double valve is constructed with a flexible diaphragm a piston D' and two
valves and do.
The chambers y and V of the brake cylinder or vessel Figure 53 correspond
respectively with the orifices Y and V of the distributer. The space between the
valves and e5 Figure 54 communicates with the atmosphere through two orifices
one of which is indicated at E. Levers t connected to cords or pulls enable the
brake cylinder or vessel to be emptied when the brakes have been automatically
applied or when changing from working with compressed air to working with a
vacuum.
When the brakes are worked by a vacuum the valve c' is shut down on its seat
the passage I and consequently the chamber y of the brake cylinder or vessel
communicate with the external atmosphere through the orifices E. On putting
on the brakes the air from the exterior penetrates into the chamber of the
brake cylinder passing round the piston and also through the passage E' and
when the brakes are taken off this air escapes at E and E raising the piston ƒª
and the valve qʻ.
When compressed air is introduced for the purpose of charging the auxiliary
reservoir the parts marked d D are elevated by the pressure below the piston D
and remain elevated so long as the action of the compressed air continues. The
valve is thus maintained in contact with its seat and the chamber V of the brake
cylinder or vessel remains in permanent communication with the external atmosphere
at E
The brake cylinders are constructed with either one or two pistons (Figures 56
to 58). The diaphragm vessels (Figures 59 to 60) have one diaphragm. The
cylinders and vessels act either by traction or by thrusting. When a tractive force
is exerted the external joint is protected by a sheath a of strong canvas,
Figures 35, 57, 59 and 62. Each brake cylinder and diaphragm vessel is provided
with two orifices. The rifices Figures 5 to 61 communicates with the compressed
air chamber or chambers and the orifice u communicates with the vacuum
chambers.
Figure 55 represents a brake cylinder with one piston acting by traction.
Figure 56 represents a cylinder with one piston having a thrusting action.

page_text: Figure 57 represents a cylinder with two pistons having thrusting action. The
two last work in a horizontal direction but the cylinders represented in Figures 55
and 58 are preferably arranged to act in a vertical direction. Pistons of reduced
diameters and long strokes are employed whenever it is required to reduce the
strain which tends to be produced when the pivots of the bogies are moved farther
apart or nearer together."
Figures 59 and 60 represent diaphragm vessels with a pulling action and
Figure 61 represents a vessel with a diaphragm and a thrusting action.
Figure 62 illustrates the method of converting a diaphragin vessel of the type
employed on the Northern Railway of France. The lower part of this vessel is
provided with a trunk in which the connecting rol of the brake levers can
assume any angle in accordance with the stroke. An analogous arrangement to
that illustrated in Figure 62 may be employed for brake cylinders and other
diaphragm vessels whether acting by traction or by thrust whenever it is considered
necessary to allow the rod or link a certain freedom of inotion.
I will now describe the arrangement of brake for working either as a direct
vacuum brake or as an automatic compressed air brake: the action in the latter
case being synchronous with that of a Westinghouse brake. The general arrange-
ment of this apparatus is similar to that represented in Figure 53 with the sole
difference that the distributer shown in Figure 54 is replaced by a distributer
illustrated in elevation in Figure 63. In a general way the action is also similar
to that of the said previously described arrangement, but the brakes are put on
hard by the loss of about 20 per cent. of the charge in the main pipe as in the
Westinghouse brake.
This distributer Figure 63 is composed of the distributer proper and of a double
valve N. The distributer is in connection with the auxiliary reservoir at K and
communicates with the main pipe through an orifice at (; communication with the
lower chamber in the brake cylinder is established at Y and with the double valve
through passages Land 11. The distributer is constructed with two combinations
of moveable parts one combination being marked m³ ³ a' f' and the other forming
All the
an expander or pressure reducing combination being marked n'am*.
pistons contained in the distributer are provided with cup leathers. The convex
surfaces of the pistons mm and as well as the under side of are constantly
in communication with the external atmosphere. Any compressed air that may
penetrate into the space above the piston escapes through small orifices o formed
for this purpose in the sides of the distributer. The rod connecting the pistons 'a'
and m slides in a sleeve formed in the valve so that it does not act upon or
move this valve until it describes the latter part of its stroke either in ascending
or descending. After the braking action has commenced the pistons n² a² m² are
enabled by means of this arrangement to assume a position in which communication
with the auxiliary reservoir and the passage is cut off without opening the
valve thus graduating the action to a certain extent.
When working with a vacuum all the parts of the distributer remain at rest: on
putting on the brakes the atmospheric air penetrates into the chamber y of the
brake cylinder or vessel either by flowing round the cup leather on the piston m*
or by passing through the orifices at E and E of the double valve and on taking
off the brakes the air contained in the said chamber escapes through the
orifices E of the double valve. When the train is travelling the parts namƒª
are maintained in their highest position and the compressed air penetrates into the
reservoir through the orifice at R passing round the packing of the piston n³.
When the pressure in the main pipe is sufficiently reduced to cause the
parts am to descend the piston a descends below the orifices and the
reservoir communicates with the passage ; the compressed air then passes through
the air expanding system and proceeds to the brake cylinder or vessel with a reduced
pressure at the same time as the valve is brought to the bottom of its stroke, at
this point the chamber of the brake cylinder or vessel ceases to communicate
with the exterior either at E' or through the double valve the moveable parts of

page_text: the latter rising and closing communication with the orifice E as hereinafter
explained. The action of the brakes applied by these means may as hereinbefore
explained be graduated or regulated within certain limits determined by the relative
dimensions of the pistons ³ a'm' and of the valve.
Pressure being restored in the main pipe the parts ³ ³ ³ are brought back
to the position for travelling and the compressed air contained in the brake cylinder
or vessel escapes at E' thus enabling the brakes to come off.
The double valve N' illustrated in section in Figure 63 contains moving parts
consisting of the piston D': valves c and d and a diaphragm c. The chambers y
and V of the brake cylinder or vessel correspond respectively with the connection
at Y and V Figure 63 and the space in the distributer communicates through a
passage L with the space below the piston D'. Two orifices E' formed in the
body of the apparatus connect the space between and with the exterior.
Levers worked by cords or pulls enable the brake cylinder or vessel to be emptied
after the brakes have been automatically applied.
When the brakes are worked by a vacuum the valve is closed as represented
in the drawing so as not to allow air to pass through the double valve to the
chamber V of the brake cylinder or vessel. At the same time the chamber y'
communicates with the atmosphere through the exhaust E' and the air which had
been admitted into this chamber for applying the brakes is enabled to escape freely
as the brakes are taken off.
acted upon in any way
on its way to the brake
of the double valve and
the connection at Y' and
brake cylinder or vessel
Whilst the train is running the parts c² d'D' are not
but directly the air penetrates into the space or passage
cylinder or vessel it forces up the piston D¹ and valve
closes the communication between the orifice E' and
opening communication between the chamber V of the
and the external atmosphere.
Whilst the brakes are being taken off atmospheric air penetrates freely into the
chamber through the passage E and through the space existing around the
valve which is liftod.
It may occur that in consequence of an error in coupling up the pipes or of
special conditions peculiar to certain lines that the brakes are worked by vacuum
and by compressed air simultaneously. In this case the diaphragm c and piston D'
may be made of such dimensions that the vehicles are braked by the vacuum the
compressed air escaping without effect and rice versa.
I will now deal with the brakes working either as a direct vacuum brake or as an
automatic compressed air brake whose action may be capable of regulation or be
synchronous with the Westinghouse brake.
The general arrangement of the apparatus is the same as in the two cases lastly
hereinbefore described the distribution apparatus alone being modified as represented
in Figure 64. In the distributer the orifices of communicating with the space above
the piston n are dispensed with this space being connected by a passage K* with
the space below the piston n'. This passage is provided with a three way cock
worked by hand and which either enables communication to be maintained between
the space above n' and the atmosphere as in the preceding arrangement or connects
the upper surface of n' with the under side of . In this latter case being the
last that remains to be considered the application of the brakes can be graduated as
in the Carpenter Wenger or Schleifer brakes. The three way cock is so constructed
as to be capable of being brought back automatically to the normal position which
places the space below in communication with the atmosphere. It cannot be
retained in the other or abnormal position except by securing it by hand in any
convenient manner. When the three way cock is maintained in its abnormal
position the action by vacuum proceeds precisely in the same way as when the three
way cock is in the normal position. When compressed air is employed the action
is as follows.
When the train is in motion the compressed air fills the passage K' as well as the
spaces above n' and under n' and the auxiliary reservoir. A depression produced

page_text: the main pipe causes the parts ²² m² to descend so as to close the escape
ilst are raised and afford passage for the air which proceeds to the brake
linder or vessel and applies the brakes. Pressure being readmitted to the main
be the parts n' a' m³ f return to their highest position and the compressed air
ntained in the brake cylinder or vessel escaping the brakes are taken off
Figures 65 and 66 represent in elevation and in plan respectively the general
angement of a brake apparatus working either as an automatic and regulated
ake or as an automatic compressed air brake capable of being regulated and with
ingle main pipe.
1
Contained in the brake cymder
Figures 65 and 66 represent in elevation and in plan respectively the general
arrangement of a brake apparatus working either as an automatic and regulated
brake or as an automatic compressed air brake capable of being regulated and with
a single main pipe.
The following parts are provided upon the vehicle namely .
1. One main pipe C.
2. One compound or combined distributer D'D' D' connected to the main pipe C
by a branch, to the auxiliary reservoirs R, R' by branches and and to the
brake cylinder or vessel V by branches u² and v³.
3. Two auxiliary reservoirs R R' the reservoir R acting alone for working with
compressed air and the reservoir R' acting as a supplementary chamber to the
chamber R when working with a vacuum and
4. Either a brake cylinder or a diaphragm vessel having the internal space
divided by the pistons or by the diaphragm into two chambers a compressed air
chamber (y) and a vacuum chamber acting (V) as hereinbefore described.
The general action is as follows. During the whole of the time when working
with compressed air the distributer apparatus places the vacuum chamber (V) of
the brake cylinder or vessel in communication with the reservoir R¹.
During the time when the brakes are off the compressed air chamber (y) of the
brake cylinder or vessel is also in communication with the external atmosphere
whilst the main pipe and the auxiliary reservoir R communicate together and are
filled with air compressed to the travelling pressure. In order to put on the brakes
the pressure in the main pipe C is reduced to an amount which varies according to
the effect to be produced, the communication closes on the one hand between the
main pipe C and the reservoir R and between the atmosphere and the compressed
air or pressure chamber of the brake cylinder or vessel on the other hand but
communication is established between the reservoir R and the said chamber which
becomes filled with the compressed air. The pressure in the pressure chamber y
of the brake cylinder is always less than the pressure in the reservoir R the pistons
in the distributer being so calculated that it can never exceed about seven tenths of
the atmospheric pressure.
The brakes are taken off by readmitting pressure to the main.
During the whole of the period of working with a vacuum the two reservoirs R
and R' communicate with each other and with the distributer apparatus whilst the
pressure chamber of the brake cylinder or vessel communicates freely with the
atmosphere. Whilst the brakes are off a vacuum is established and maintained in
the auxiliary reservoirs R and R' as well as in the main pipe C and atmospheric air
is admitted to the vacuum chamber (V) of the brake cylinder or vessel. When
air from the exterior is admitted to the main pipe C in order to apply the brakes
communication is cut off between the main pipe and the reservoirs R and R' as well
as between the exterior and the vacuuu chamber V of the brake cylinder or vessel
communication being established on the other hand between the said chamber and
the auxiliary reservoirs R and R. The air contained in the chamber now escapes
into the said reservoirs thereby slightly reducing the degree of vacuum therein.
By exhausting the air from the main pipe the brakes are taken off.
In changing from working with a vacuum to working with compressed air or
rire erst there is no special operation to be performed, the introduction of the
charge in the first place and the exhaustion of the air in the second will suffice to
restore all the parts to the positions which they are required to occupy.
The combined distributer hereinbefore referred to is actually composed of three
distinct apparatus represented in section in Figures 67 and 68 in which D' acts as
a compressed air distributer, D³ as a vacuum distributer and D' as an intermediate

page_text: distributer. Figure 67 shews the position of the parts for applying the brakes by
means of compressed air and Figure 68 shows the position of the parts in taking
oil the brakes working by a vacmen. The distributer D corresponds with the
distributer illustrated in Figure 11, and is conneted at Y with the compressed air
chamber of the brake cylinder or vessel. This distributer is connected with the
distributer 13 by a passage and also through a passage leading from an orifice
at to an orifice at X. The distributer D³ corresponds with the distributer
hereinbefore described with reference to Figure 27 and communicates with the
distributer D through a passage and also through a connection between C¹ and A.
The intermediate distributer 10' contains a combination of moveable ports or valves
and pistons the valve and the piston are provided with two packings
to each of them. This distributer communicates through a connection at G2 with
the main pipe through with the distributer 1 through with the distributer D
through an orifice at R with the first auxiliary reservoir (R Figure 66) and at R¹
with the supplementary reservoir (R Figure 66). Orifices formed at 9° near the
piston connect the interior of the distributer with the external atmosphere. At
its lower part the rod carrying the pistons and the valve slides freely in a sleeve
perforated with orifices y communicating with an internal annular groove;
passages formed in the end of the sliding rod connect the distributer D' when the
rod is in its lowest position, with the space under the piston through the
connection (not shown in the drawing) leading from A to C. Communication
between this space and the distributer D is also established by means of a passage
or pipe connecting the orifice at C with relatively small orifices X' the total
sectional area of the latter being considerably smaller than that of the admission
orifice G² connecting with the main pipe. The orifices X' may also be so arranged
as to be more or less covered or closed by the lower packing of the piston when
the latter is in its lowest position.
When the brakes are working with compressed air (Figure 67) the moveable
parts of the intermediate distributer D' are elevated in the first place by the com-
pressed air which is admitted to the underside of the piston and the valve is
closed or applied against its upper seat and remains in this position so long as the
brakes are worked with compressed air so that the orifices communicate with
the space between the pistons e and d' thereby connecting the external atmosphere
through the passages and with the auxiliary reservoir at R' and with the
vacuum chamber V of the brake cylinder or vessel. On putting on the brakes the
external atmosphere is thus enabled to escape freely from the said chamber through
the orifices only when the application is gradual and through and oo when
all the air is allowed to escape from the main pipe. On taking off the brakes the
external atmosphere penetrates into the vacuum chamber of the brake cylinder or
vessel by passing through the orifices y passages land and under the valve b' of
the distributer D³.
When the brakes are working with a vacuum (Figure 68) the moveable parts in
the intermediate distributer are drawn down to their lowest position by exhausting
the air from below the pistone. The piston d' being thereby placed below the
orifices the distributer D' is placed in communication with the external atmosphere
through the passagor and orifices y°. On the other hand the reservoirs R and R¹
(Figures 65 and 66) are placed in communication with the distributer D³. The
exhaust of air from the main pipe also has the effect of elevating the parts 13 uº m³
of the distributer D. When the brakes are put on the external atmosphere
penetrates into the chamber of the brake cylinder or vessel by passing around
the piston of the distributer D'and also through the crifices of the distributor D³
and the passage leading from underneath the valve a' in the distributer D. When
the brakes are to be taken off the rarefaction or exhaust in the pipe retains the
parts m³ a n³ (Figure 67) in their highest position so that the air which had entered
the pressure chamber y of the brake cylinder or vessel is enabled to escape into the
atmosphere by passing in the first place around the valve as of the distributer D
and afterwards through the passage and the orifices at 9º.

page_text: When changing from working with a vacuum to working with compressed air the
air under pressure from the main pipe enters the space under the piston e and forces
up the parts and air from the exterior is immediately admitted to the
reservoir or air chamber at R' whilst compressed air penetrates into the reservoir
or air chamber at R.
On changing from working by compressed air to working with a vacuum the
rarefaction acts in the first place underneath the piston the passage which leads
to the distributer D' being obstructed by the lower end of the rod T the parts
connected with this piston then descend and the compressed air contained in the
reservoir Rescapes partly into the atmosphere by passing round the piston 6 and
partly into the main pipe by escaping round the piston of the distributer D'.
When the brakes are applied by the automatic action the levers are worked
by means of cords or pulls a pulling action being exerted when the brake is applied
by compressed air and a thrusting action when working with a vacuum.
When a vehicle provided with brakes capable of being worked either by com-
pressed air or by a vacuum with a single pipe has to be inserted in a train with
other vehicles having brakes worked by vacuum only and having hose couplings of
the Clayton type, two portions of the main pipe are connected by means of a
specially arranged coupling arranged as illustrated in elevation in Figure 69 and
provided with a head piece of the form illustrated in section on a larger scale in
Figure 70. The end of this coupling fits a Clayton coupling and the end V
fits the other form of coupling.
Figure 71 illustrates the general arrangement of the apparatus arranged upon a
vehicle for a brake working either as an automatic and adjustable vacuum brake or
as an automatic and adjustable compressed air brake with two main pipes namely a
compressed air pipe Y and a vacuum pipe Z. The apparatus is similar to that
illustrated in Figures 65 and 66 with the addition of a main vacuum pipe. The
distribution apparatus D D D is constructed as represented in Figures 67 and 68
the connection at being closed by a stopper and the orifice at (i being directly
connected to the main vacuum pipe. The action in a general way is the same as
that hereinbefore described with reference to Figures 65 and 66. When working
with compressed air the moving parts in the distributer D' are constantly maintained
in their highest position the chamber V of the brake cylinder or vessel always
communicating freely with the external atmosphere independently of the position of
the moving parts in the distributer D'. In fact when these parts are in their
lowest position communication is established through the orifices o³ Figures 68 but
in other positions the communication is established through the passages Ph* and
the orifices g
When working with a vacuum the parts marked care in their lowest
position, the external atmosphere being admitted to the pressure chamber (y) of
the brake cylinder or vessel by passing round the packing of the piston and also
through the orifices the passager and the valve a' which rises when the air tends
to become exhausted or rarified in the chamber y'.
In taking off the brakes the air contained in this chamber escapes by lifting the
valve
Figure 72 illustrates an arrangement with one main pipe (according to which
by simply adding a special valve M the apparatus is enabled to act as a direct
vacuum brake when required. The construction of this valve is illustrated in detail
in Figures 73 and 7-4. When the plug of this valve is placed in the position shown
in Figure 73 the handle being placed at the angle indicated at p', the brake acts as
an automatic brake. When in the position corresponding to the angle p³ as
represented in Figure 74 it acts as a direct acting brake.
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.
First The arrangement of a direct vacuum brake comprising, under each vehicle.

page_text: a diaphragm vessel or brake cylinder connected with the main pipe by a branch
pipe provided with a stop valve and, upon the locomotive, a double steam ejector in
connection with the main pipe substantially as hereinbefore described with reference
to Figure 1 of the accompanying drawings.
Second. In the aforesaid direct vacuum brake the arrangement of the three-way
cock or putting on valve enabling either the large ejector or the small ejector to he
brought into action substantially as herein before described with reference to
Figures 2 and 3.
Third. The arrangement of the double ejector consisting of a small ejector with
a central steam jet and a large ejector with an annular steam jet substantially as
hereinbefore described with reference to Figures 4 and 5.
Fourth. The arrangement of the taking off valve screwed directly on to the air
supply tube of the large ejector the said valve communicating with the main pipe
and being provided with a retaining valve substantially as hereinbefore described
with reference to Figures 1 and 4.
Fifth. The construction or combination of parts forming the diaphragm vessel
with the metallic part and a diaphragm of strong rubber cloth connected to the
rod which works the brake levers as hereinbefore described with reference to
Figure 9.
Sixth. The arrangement in which an air tight cylinder is substituted for the
diaphragm vessel substantially as hereinbefore described with reference to
Figure 10.
Seventh. The means for obtaining automatic action with direct acting brakes
by arranging upon the tail van an auxiliary reservoir and a distributer which
acts only when a coupling gives way substantially as hereinbefore described
with reference to Figure 11 a cord extending throughout the entire length of
the train connecting this distributer with the engine or with the valve of the
ejector.
Eighth. The arrangement of the distributer D (Figures 11 and 12) employed
for this mode of working the brake comprising two pistons attached to the same
rod which rod is normally retained by a lever which in case a coupling breaks
is displaced by a stretched cord thereby connecting the auxiliary reservoir R
with the diaphragm vessel V and causing the brakes to be applied substantially
as hereinbefore described.
Ninth. In lever mechanism for railway brakes and with a view to diminishing
as much as possible the difference between the force calculated for and the force
actually exerted the peculiar configuration of the combined diaphragm vessel
enabling the diaphragm to present to pressure an acting surface the area of which
diminishes in proportion as the length of the stroke increases substantially as
herein before described with reference to Figures 13 and 14.
Tenth. With a view to regulating the distance between the brake shoes and the
wheel tires the arrangement provided at the junction of the rod and links,
consisting of a metal box F as described with reference to Figure 13 for the
reception of the extremities of the rods the said screwed extremities being provided
with nuts bearing against spherical parts of the box and whose projection is regulated
by a screwed ring substantially as hereinbefore set forth.
Eleventh. For the purpose of rendering the amount of force exerted in putting
on the brakes dependent on the load on the vehicle, the arrangement in which the
brake shoes are suspended from a lever Q Q (Figures 16 and 17) supported at one
end by a hanger or link and at the other end by the grease box or spring substan-
tially as hereinbefore described.
Twelfth. The general arrangement of the automatic vacuum brake capable of
being regulated and comprising on each vehicle an auxiliary reservoir a diaphragm
vessel or brake cylinder, a distributer connected on one hand with the main pipe
and on the other hand with the auxiliary reservoir and brake cylinder or vessel and
a taking off valve situated between the distributer and the diaphragm vessel sub-
stantially as hereinbefore described with reference to Figure 18 the locomotive

page_text: being further provided with a steam supply valve, a double ejector, a working
apparatus controlling the ejectors and the main pipe and a condensed water tap.
Thirteenth. The arrangement of the working valve of the ejector (Figures 19
and 20) composed of two flat discs (Figures 21 and 23) sliding upon two corre-
sponding fixed seats (Figures 22 and 24) all these parts being perforated with
ports or orifices, whereby, in accordance with the position of the handle, steam
can be admitted to the large ejector for producing a vacuum in the main pipe
and supplementary reservoir or to the small ejector for the purpose of main-
taining a vacuum in the apparatus or steam can be shut off from both ejectors
without connecting the main with the exterior or the admission of air to the
main pipe can he controlled without admitting steam through the ejectors,
Fourteenth. The double ejector apparatus hereinbefore described with reference
to Figures 25 and 26.
Fifteenth. The distributer (Figure 27) containing two systems or combinations
of moving parts the first composed of two pistons with cup leather packings and
a valve attached to the same rod which slides in a sleeve forming the rod of
the second combination composed of a diaphragm and a valve with a seat formed
by a rubber washer arranged and operating substantially as hereinbefore described.
Sixteenth. The arrangement substantially as described of the auxiliary reservoir
(Figure 28) having a screwed union at one end for the connection with the
distributer pipe.
Seventeenth. The taking off valve (Figure 29) having a valve disc normally
retained in the closed position by a spring and atmospheric pressure the opening
being effected by a lever worked by cords pulls or the like from either side of
the vehicle for taking off the brakes after they have been automatically applied.
Eighteenth. The hose coupling substantially as described with reference to
Figures 30 and 31 in which the joint is made by means of a ferrule and a rubber
washer a tenon or projection on the one part engaging with a recess in the
other and a small projection adjusted behind a notched rib or web for the
purpose of preventing the coupling from accidentally coming unfastened.
Nineteenth. The air inlet valve with a spring lever for enabling the brakes to be
applied in case of need in the manner substantially as hereinbefore described with
reference to Figures 32 and 33.
Twentieth. For employment on trains made up with a large number of
vehicles a distributer arranged substantially as hereinbefore described and
illustrated in Figure 34 being similar to the distributer illustrated in Figure 27
with the addition of a third combination of moveable parts operating as hercin-
before set forth.
vacuum
Twenty first. For the purpose of accelerating the application of the brake the
arrangement upon the locomotive of a compressed air reservoir and a
chamber substantially as hereinbefore described the former being employed in
applying the brakes and the latter being employed in taking off the brakes for
receiving the air admitted to the main pipe.
Twenty second. The general combination of compressed air brake apparatus
arranged substantially as hereinbefore set forth with reference to Figure 35 each
vehicle being provided with a distributer, a brake cylinder or vessel, an auxiliary
reservoir, a cut off valve or stop cock, two coupling valves for closing the pipe at
the extremities of the train, a discharge valve or tap for taking off the brakes after
they have been applied by the automatic action, the guards vans being further
provided internally with a pressure gauge and a cock or valve which can be used
by the guard in case of emergency for the purpose of allowing air to escape from
the main and stopping the train and the locomotive being further provided, in
addition to the apparatus carried by the other vehicles, with a steam admission
valve, a compressing pump a main compressed air reservoir a working valve with a
small compensating or equilibrium chamber and a triple acting gauge indicating the
pressures in the main reservoir, in the main pipe and in the compensating chamber
all substantially as hereinbefore described.

page_text: to
Twenty third. In order to supply compressed air to the brake apparatus a
compressing pump substantially as hereinbefore described with reference
Figure 36 comprising an air cylinder and a steam cylinder containing pistons
attached to one rod steam from the boiler being caused to act upon the inner
sides of differential pistons attached to a rod working the main slide valve, the
space above the upper differential piston of the distribution communicating with
the exhaust or with the supply of steam according to the position of a secondary
slide situated over the pumping cylinder and moved by the piston of the said
cylinder at the end of each stroke substantially as hereinbefore described.
Twenty fourth. The working valves (Figures 38 and 39) constructed with two
combinations of pistons and valves one of which regulates the reduction of pressure
the other modifying the pressure to be admitted to the main pipe substantially as
hereinbefore described.
Twenty fifth. In compressed air brakes the employment of a distributor
substantially as described with reference to Figures 40 and 41 being provided with
two combinations of pistons and valves one being employed for applying the
brakes and the other for taking them off all operating substantially as set forth.
Twenty sixth. The employment of the distributors hereinbefore described as
pressure reducers so that the pressure in the brake cylinder or vessel can never
exceed a given fraction of the pressure in the auxiliary reservoir.
Twenty seventh. The arrangement of the apparatus whereby the same braking
power is obtained when working with a vacuum as when working with compressed air.
Twenty eighth. The arrangement of a brake cylinder with a double piston or
with a single piston substantially as hereinbefore described and illustrated in
Figures 44 and 45 respectively the brake levers being worked by the piston rods
and the pistons being returned to the off position by counter-springs.
Twenty ninth. The arrangement of the diaphragm vessel substantially as
herein before described with reference to Figure 46 and having a diaphragm of
strong rubber coated canvas or cloth secured between a metal vessel and a cap or
cover the said vessels being preferably arranged to exert a thrusting action in
order to dispense with stuffing boxes.
Thirtieth. In a brake apparatus capable of working either with a vacuum or
compressed air the employment of pressure reducing distributors substantially as
hereinbefore described with reference to Figures 40 and 41 the brake cylinders or
vessels being constructed with two air-tight chambers in one of which air is
exhausted when working with a vacuum and compressed air being supplied to the
other when working with compressed air.
Thirty first. In a brake capable of working either as a direct vacuum brake or
an automatic compressed air brake capable of being regulated the arrangement on
each vehicle of a compressed air pipe a vacuum pipe a diaphragm vessel or brake
cylinder with two air tight chambers an auxiliary reservoir for the compressed air
and a distributor with a double valve under the conditions hereinbefore explained
with reference to Figure 1.
Thirty second. In working the brake with a vacuum the employment of an
arrangement for cutting off by means of the double valve all communication
between the exterior and the chamber of the brake cylinder or vessel in which air
is exhausted whilst atmospheric pressure is caused to act in the other chamber of
the brake cylinder or vessel substantially as set forth.
Thirty third. In working the brake by compressed air the admission of air from
the auxiliary reservoir to the space below the diaphragm or piston of the brake
cylinder.
Thirty fourth. The distributor substantially as hereinbeforo described with
reference to Figure 54 con-tructed with a double valve and moving parts capable
of working either with a vacuum or compressed air.
Thirty fifth. The brake cylinders with one or with two pistons with a pulling
action (Figures 55 and 57) or a thrusting action (Figures 56 and 58) horizontally
arranged (Figures 57 and 58) or vertically arranged (Figures 55 and 58).

page_text: Thirty sixth. The vessels with a single diaphragm exerting a pulling action
(Figures 59 and 60) or a thrusting action (Figure 61).
Thirty seventh. The conversion of a diaphragm vessel of the type employed
on the Northern Railway of France by attaching to the diaphragm a hollow rod
or trunk in which the rol working the brake levers may be inclined to any angle
corresponding to the stroke substantially as hereinbefore described with reference
to Figure 62.
Thirty eighth. In the brake apparatus capable of working either as a direct
vacuum brake or as a compressed air brake the combination of apparatus as
illustrated in Figure 53 the distributor illustrated in Figure 54 being replaced by
the distributor illustrated in Figure 63.
Thirty ninth. The special construction of this distributor comprising a double
valve operating with a vacuum or with compressed air or with a vacuum and
compressed air acting simultaneously substantially as hereinbefore described with
reference to Figure 63.
Fortieth. The arrangement of the brake capable of working as a direct
vacuum brake or automatic compressed air brake the general arrangement of the
apparatus being as hereinbefore explained the distributor being modified as
represented in Figure 64.
Forty first. The construction of this distributor (Figure 64) working in
combination with a three way cock so as to enable the action of the brakes to be
graduated substantially as hereinbefore explained.
Forty second. The arrangement of the brake capable of acting either as an
automatic vacuum brake capable of being regulated or as an automatic compressed
air brake capable of being regulated with one main pipe each vehicle being
provided as represented in Figures 55 and 56 with a combined distributor two
auxiliary reservoirs one of which is employed alone in working with compressed
air and the other supplementing the first in working in a vacuum, a brake cylinder
or diaphragin vessel divided internally by the pistons or by the diaphragms into
two chambers one of which receives the compressed air and the other being
employed for the exhausting action when working with a vacuum substantially as
hereinbefore set forth.
Forty third. The combination of the distributor substantially as described with
reference to Figs. 67 and 68 comprising a compressed air distributor a vacuum
distributor and an intermediate distributor.
Forty fourth. For enabling a vehicle having brakes capable of working either
with a vacuum or with compressed air with one main pipe to be connected with
other vehicles having brakes working with a vacuum only the employment of the
intermediate coupling substantially as hereinbefore described and illustrated in
Figs. 69 and 70.
Forty fifth. The arrangement of the brake capable of working either with a
vacuum or with compressed air in combination with two main pipes substantially
as hereinbefore described with reference to Figs. 71 and 72.
Forty sixth. For the purpose of enabling the brake referred to in the preceding
claiming clause to act as a direct vacuum brake the arrangement of the special
valve represented in the position corresponding to the automatic action in Fig. 73
and in the position corresponding to the direct action in Fig. 74.
Forty seventh. The several arrangements and combinations of parts constituting
the improvement in railway brakes worked by fluid pressure substantially as
hereinbefore described and illustrated in the accompanying drawings.
L
A 1001
J. H. JOHNSON & Co.