IMPROVEMENTS IN APPARATUS FOR WORKING BRAKES AND COMMUNICATING SIGNALS ON RAILWAY TRAINS BY COMPRESSED AIR, PARTS OF WHICH IMPROVEMENTS ARE ADDI ICARIE GENERATTV FOR REGARDING LOCOMOTIVEO "
Year: 1872

page_text: LETTERS PATENT to George Westinghouse, junior, of Pittsburg, Pennsylvania,
in the United States of America, but at present of No. 20, Southampton
Buildings, Chancery Lane, in the County of Middlesex, for the Invention of
"IMPROVEMENTS IN APPARATUS FOR WORKING BRAKES AND COMMUNICATING
SIGNALS ON RAILWAY TRAINS BY COMPRESSED AIR, PARTS OF WHICH
IMPROVEMENTS ARE ADDI ICARIE GENERATTV FOR REGARDING LOCOMOTIVEO "
PROVISIONAL SPECIFICATION left by the said George Westinghouse at the
Office of the Commissioners of Patents on the 4th June 1872.
GEORGE WESTINGHOUSE, junior, of Pittsburg, Pennsylvania, in the United States
of America, but at present of No. 20, Southampton Buildings, Chancery Lane, in
the County of Middlesex. "IMPROVEMENTS IN APPARATUS FOR WORKING BRAKES
AND COMMUNICATING SIGNALS ON RAILWAY TRAINS BY COMPRESSED AIR, PARTS
OF WHICH IMPROVEMENTS ARE APPLICABLE GENERALLY FOR RETARDING
LOCOMOTIVES."
In the Specification to a Patent granted to C. D. Abel (being a communication
from me), dated 11th August 1870, No. 2235, and in the Specifications of Patents
obtained by ine, dated respectively the 15th September 1871, No. 2436, the 10th
October 1871, No. 2684, also in Provisional Specifications filed by me on the
24th February 1872, No. 595, on the 28th March 1872, No. 933, and on the
24th April 1872, No. 1226, were described various arrangements and constructions
of pipes, valves, and apparatus whereby compressed air could be made to operate
brakes and communicate signals in a railway train. My present Invention relates
to improvements in the construction and arrangement of parts of such apparatus,
with a view to greater simplicity and efficiency in their management and operation,
and to a mode of utilizing the resistance of the pistons in the cylinders of the
locomotive for the purpose of aiding the operation of the brake apparatus.
The couplings for connecting together the different lengths of air pipes commu-
nicating throughout a train have hitherto been described as cousisting of two parts
respectively, male and female, the one having a tapering nozzle which is inserted
into a tapering socket in the other. In order that these may be employed it is

page_text: necessary to provide every carriage with them in duplicate, arranging the male
and female parts right and left at each end of a carriage, so that whatever way the
carriage may be turned with respect to another carriage each part of a coupling
on the one carriage is presented to the corresponding part, to which it may be
fitted on the other carriage. Such duplicate provision of couplings is of no
disadvantage in the arrangements of apparatus hitherto described by me, and in
most of these duplicate pipes are employed to provide against failure by the acci-
dental damage or separation of one of the pipes. When it is desirable to employ
only one line of pipes I use couplings constructed according to my present Invention,
so that each part of any one fits each part of any other, as will be understood by
reference to the accompanying Drawings. Fig. 1 represents a side view, and Fig. 2
a longitudinal section of one form of such a coupling. Each part A is made
tubular, with a rim a at its outer end projecting inwards.
Within the tubular
part is an inner tube B containing a seating for a valve, and holding between its
end and the rim a a ring C of caoutchouc, leather, or other material suitable for
making an air-tight joint. An internal tube D is pressed forward by a spring E
50 as to tend to bulge the packing ring C. Each half coupling is provided with
two springs F secured on it by rings G, and the ends of those springs are made to
catch over a prominent part, as at f, in the same manner as I have already described
with reference to the male and female couplings in the Specification above named.
Notches H are cut in the prominent parts for the passage of the springs when the
couplings are to be connected or separated. When they are connected the springs
are passed through these notches, and the one part twisted a little round, so that
the bent ends of the springs hold the two parts together in the manner of a bayonet
catch. When the parts are thus secured, the packing rings C being pressed together
form an air-tight joint, the pressure of air within the pipes tending to tighten the
junction. Valves K are provided with stems of such length that when the coupling
is connected the stems butting against each other raises the valves from their seats
and keep the air passage open. But should the coupling separate each valve is
forced down on its seat by the pressure within the pipe, and thus each separated
length of pipe is closed. It will be seen that the two parts of this coupling are in
every respect alike, and consequently each part of any coupling fits either part of
any other. The valves K may be dispensed with when it is not desired that the
pipes should be closed on the separation of the coupling. In order to steady the
junction of the two half couplings guide pins may be inserted in the end of each
half, fitting recesses formed on the end of the other half.
Fig. 3 represents a plan, Fig. 4 a side view, Fig. 5 a longitudinal section, and
Fig. 6 an end view of another form of coupling, consisting of two equal and similar
parts. In this case each part has a projecting taper nozzle L, and a taper socket
for the reception of the nozzle of the other part.
These nozzles are provided with packing rings n, such as have been already
described in the previous Provisional Specifications with reference to the male and
female couplings. The springs M, M, N, N₁, for holding the couplings together
in the manner already described by latching over a prominent part, are so arranged,
two similarly placed upon each half of the coupling, that when any half coupling
is presented to any other the springs are clear of each other. When it is desired
to separate a coupling the two parts may be drawn forcibly asunder, the springs
yielding, or when considerable strength of spring is required the coupling may be
provided with notched rings, which can be turned so as to act as a bayonet catch,
as above described, or other means of raising the ends of the springs out of the
grooves, such as by the insertion of wedge-shaped pieces between them and the
body of the coupling, may be employed. It will be seen that this coupling contains
both the male and the female parts of a pair of couplings, such as have been
described in the Specifications referred to; and it will be readily understood that
each half coupling in this case might be provided with a valve to close it when the
coupling is separated in the manner already described.
When the couplings are made without valves each carriage should have fixed at

page_text: each end of it a blank or closed half coupling, so that when the pipe of that carriage
is not coupled to that of another carriage it can be coupled to this blank coupling
and thereby closed, and have its coupling protected.
Couplings such as have been described may be employed when single lines of
communicating air pipes are used for working brakes or signalling throughout a
train. They are also applicable when three lines of pipes are employed; two of
the lines, namely, those on each side of the carriage, being coupled as described in
the former Specifications referred to, and the third line running along the middle
of the carriage, being coupled by either of the forms of coupling which I have
described above.
For aiding the operation of the brake apparatus by means of the resistance of
the pistons in the locomotive, I provide in the waste steam pipe of the engines &
valve which is connected to a piston working in an air cylinder. In putting on
the brakes, the compressed air acting on this piston causes the valve in the waste
steam pipe to be closed. The escape of the waste steam being thus arrested there
is a back pressure thrown on the pistons of the locomotive, so as to retard their
movement. In applying this arrangement it is preferable to provide, in connection
with the waste steam pipe, a reservoir for the purpose of equalizing the back
pressure on the pistons. It may be readily understood that the valve in the waste
steam pipe instead of being worked by compressed air in connection with the brake
apparatus, could be closed or opened by hand, or by steam acting on a piston in a
cylinder. In any case the closing of this valve should be effected with a limited
force, so that when the back pressure exceeds a certain amount this valve will open
as a safety valve to relieve the pressure. This may be effected by proportioning
the piston which works the valve so as to give a definite amount of pressure, or
when the valve is worked by hand by interposing a spring of definite force, so that
the valve can yield when this force is exceeded. Or the waste steam pipe may be
provided with a separate safety valve, which can open when the pressure within
the pipe exceeds the load on the valve. When this mode of braking the engines is
employed the slides should be prevented from rising from the cylinder faces,
otherwise the discharge from the one end of the cylinder would communicate with
the supply to the other end, and there would be no back pressure tending to retard
the piston. For this mode of operating there is no need to reverse the engines,
they may even be worked in the direct way with a small supply of steam, which
would go to increase the back pressure on the pistons; or the steam pipe or slide
jacket might be provided with a valve opening inwards, by which air could be
drawn into the cylinders when the steam is quite shut off. It is obvious that the
mode above described of applying resistance to the steam pistons may be employed
when brakes of any description are used, the object being to arrest as soon
as possible the motion of the train by stopping the movement of the driving
wheels.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said George Westinghouse in the Great Seal Patent Office on the
2nd December 1872.
'
GEORGE WESTINGHOUSE, junior, of Pittsburg, Pennsylvania, in the United States.
of America, but at present of No. 20, Southampton Buildings, Chancery Lane, in
the County of Middlesex.. "IMPROVEMENTS IN APPARATUS FOR WORKING BRAKES
AND: COMMUNICATING SIGNALS ON RAILWAY TRAINS BY COMPRESSED. AIR, PARTS:
OR WHICH IMPROVEMENTS ARE APPLICABLE GENERALLY FOR RETARDING
LOCOMOTIVES."
In the Specification of a Patent granted to C. D. Abel (being a communication
from me), dated 11th August 1870, No. 2235, and in the Specifications of Patents
obtained, by me dated respectively the 15th September 1871, No. 2436, the 10th
October 1871, No. 2684, the 24th February 1872, No. 595, the 28th March 1872,
No. 933, and the 24th April 1872, No. 1226, were described various arrangements
and constructions of pipes, valves, and apparatus whereby compressed air could be
made to operate brakes and communicate signals in a railway train. My present
Invention relates to improvements in the construction and arrangement of parts
of such, apparatus, with a view to greater simplicity and efficiency in their manage-
ment and operation, and to a mode of utilising the resistance of the pistons in the
cylinders of the locomotive for the purpose of aiding the operation of the brake
apparatus.
The couplings for connecting together the different lengths of air pipes communi.
cating throughout a train have hitherto been described as consisting of two parts
respectively, male and female, the one having a tapering nozzle which is inserted
into a tapering, socket, in the other. In order that these may be employed it is
necessary to provide every carriage with them in duplicate, arranging, the male and
female parts, right and left at each end of a carriage, so that whichever way the
carriage may be turned with respect to another carriage each part of a coupling on
the one carriage is presented to the corresponding part to which it may be fitted on the
other carriage. Such duplicate provision of couplings is of no disadvantage in the 3
arrangements of apparatus hitherto described by me, as in most of these duplicate
Pipes are employed to provide against failure by the accidental damage or
separation of one of the pipes. When it is desirable to employ only que line of
pipes I use couplings constructed according to my present Invention, so that each
part of any one fits each part of any other, as will be understood by reference to a
the accompanying Drawings.
Fig. 1 represents a side view, and Fig. 2, a longitudinal section of one form of
such a coupling. Each part A is made tubular with a rim a at its outer end
projecting inwards. Within the tubular part is an inner tube B containing a
seating for a valve, and holding between its end and the rim a a ring C of 4
caoutchouc, leather, or other material suitable for making an air-tight joint. An
internal tube D is pressed forwards by a spring E, so as to bend and bulge the
packing ring C. Each half coupling is provided with two springs F secured on it by
rings G, and the ends of those springs are made to catch over a prominent part, as at f
in the same manner as I have already described with reference to the male and 4
female couplings in the Specifications above named. Notches H are cut in the
prominent parts for the passage of the springs when the couplings are to be connected
or separated. When they are connected the springs are passed through these
notches, and the one part twisted a little round so that the bent ends of the springs
hold the two parts together in the manner of a bayonet catch. When the parts 5
are thus secured, the packing rings C being pressed together form an air-tight joint,

page_text: the pressure of air within the pipes tending to tighten the junction. Valves K are
provided with stems of such length that when the coupling is connected the stems
butting against each other raise the valves from their seats and keep the air passage
open. But should the coupling separate each valve is forced down upon its seat by
the pressure within the pipe, and thus each separated length of pipe is closed. It
will be seen that the two parts of this coupling are in every respect alike, and
consequently each part of any coupling fits either part of any other. The valves K
may be dispensed with when it is not desired that the pipes should be closed on
the separation of the coupling. In order to steady the junction of the two half
couplings, guide pins P may be inserted in the end of each half, fitting recesses
formed on the end of the other half.
Fig. 3 represents a plan, Fig. 4, a side view, Fig. 5, a longitudinal section, and
Fig. 6, an end view of another form of coupling consisting of two equal and similar
parts. In this case each part has a projecting taper nozzle L, and a taper socket
for the reception of the nozzle of the other part. These nozzles are provided with
packing rings n, such as have been already described in the previous Specifications
with reference to the male and female couplings. The springs M, M', N, N', for
holding the couplings together, in the manner already described, by latching over
a prominent part are so arranged, two similarly placed upon each half of the
coupling, that when any half coupling is presented to any other the springs are
clear of each other. When it is desired to separate a coupling the two parts may
be drawn forcibly asunder, the springs yielding, or when considerable strength of
spring is required the coupling may be provided with notched rings, which can be
turned so as to act as a bayonet catch, as above described, or other means of raising
the ends of the springs out of the grooves, such as by the insertion of wedge-
shaped pieces between them and the body of the coupling may be employed. It
will be seen that this coupling contains both the male and female parts of a pair
of couplings such as have been described in the Specifications referred to, and it
will be readily understood that each half coupling in this case might be provided
with a valve to close it when the coupling is separated, in the manner already
described. When the couplings are made without valves, each carriage should have
fixed at each end of it a blank or closed half coupling, so that when the pipe of
that carriage is not coupled to that of another carriage it can be coupled to this
blank coupling, and thereby closed, and have its coupling protected.
Couplings such as have been described may be employed when single lines of
communicating air pipes are used for working brakes or signalling through a train.
They are also applicable when three lines of pipes are employed; two of the lines,
namely those on each side of the carriage, being coupled as described in the former
Specifications referred to, and the third line running along the middle of the
carriage being coupled by either of the forms of couplings which I have described
above.
For aiding the operation of the brake apparatus by means of the resistance of the
pistons in the locomotive, I provide in the waste steam pipe of the engines a valve
which is connected to a piston working in an air cylinder. In putting on the
brakes the compressed air acting on this piston causes the valve in the waste steam
pipe to be closed. The escape of the waste steam being thus arrested, there is a
back pressure thrown on the pistons of the locomotive so as to retard their move-
ment. In applying this arrangement it is preferable to provide, in connection with
the waste steam pipe, a reservoir, for the purpose of equalising the back pressure
on the pistons. It may be readily understood that the valve in the waste steam
pipe, instead of being worked by compressed air in connection with the brake
apparatus, could be closed or opened by hand, or by steam acting on a piston in a
cylinder. In any case the closing of this valve should be effected with a limited
force, so that when the back pressure exceeds a certain amount this valve will open
as a safety valve to relieve the pressure. This may be effected by proportioning
the piston which works the valve so as to give a definite amount of pressure, or
when the valve is worked by hand by interposing a spring of definite force, so that

page_text: the valve can yield when this force is exceeded. Or the waste steam pipe may be
provided with a separate safety valve, which can open when the pressure within
the pipe exceeds the load on the valve. When this mode of braking the engine is
employed the slides should be prevented from rising from the cylinder faces, other-
wise the discharge from the one end of the cylinder would communicate with the
supply to the other end, and there would be no back pressure tending to retard the
piston. For this mode of operating there is no need to reverse the engines, they
may even be worked in the direct way, with a small supply of steam, which would
go to increase the back pressure on the pistons; or the steam pipe or slide jacket
might be provided with a valve opening inwards, by which air could be drawn into
the cylinder when the steam is quite shut off. It is obvious that the mode above
described of applying resistance to the steam pistons may be employed when brakes
of any description are used, the object being to arrest as soon as possible the motion
of the train by stopping the movement of the driving wheels.
Having thus described the nature of my Invention, and in what manner the
same is to be performed, I claim,―
First. The use for the communicating pipes of railway brake and signal apparatus
worked by fluid pressure of couplings constructed substantially as herein described
with reference to Figs. 1 and 2.
Second. The use in such apparatus of pipe couplings constructed substanțially as
herein described in reference to Figs. 3, 4, 5, and 6.
Third. The mode, substantially as herein described, of aiding the brake power in
railway trains by retarding the issue of the exhaust from the cylinders of the
locomotive, thereby subjecting the pistons to back pressure.
In witness whereof, I, the said George Westinghouse, junior, have hereunto
set my hand and seal, this Twelfth day of August, in the year of our
Lord One thousand eight hundred and seventy two.
GEO. WESTINGHOUSE. JB. (L.S.)