Improvements in Railway Brakes.
Year: 1893

page_text: Date of Application, 20th July, 1893
Complete Specification Left, 20th Apr., 1894-Accepted, 20th July, 1894
Improvements in Railway Brakes.
I, JOSEPH LIPKOWSKI of 21 Boulevard Poissonniére Paris in the Republic
of France, Engineer, do hereby declare the nature of this invention to be as
follows:-
This invention relates to a continuous automatic railway brake actuated by
compressed air or by a vacuum being controlled either by electricity or by a
pneumatic arrangement.
This improved pneumatic railway brake comprises in its construction the following
arrangements namely:
1. An arrangement enabling the motive power required for actuating the brakes
to be produced in a rational and economical manner.
2. An arrangement enabling the motive power to be utilized in a rational and
economical manner in the apparatus for applying the brakes.
1
P'
3. An arrangement enabling all the brakes in a train to act simultaneously.
In the case of brakes worked by compressed air the latter is supplied to the
brake apparatus by means of a compressing pump located upon the locomotive.
The maximum effect theoretically produced by these pumps when working under
the most favourable conditions and without taking into consideration the friction
leakages and resistances is only P representing the absolute pressure in
atmospheres of the compressed air delivered by the pump.
In the case of pumps
as actually constructed the practical or actual effect is only about 0.75 of the effect
that should be produced according to theory. This is chiefly due to the fact that
the engine driver not being able to constantly attend to the working of the pump
is compelled to open the steam valve always too wide so that the pressure of the
steam admitted to the pump is always too great by at least one atmosphere.
This disadvantage is obviated according to this invention by means of a
"moderator" or device which automatically regulates the pressure of the steam in
the pump at the same time maintaining a constant excess of pressure over the
pressure of the compressed air. This excess of pressure is necessary to overcome
the different resistances in the pump and to enable it to work at a uniform rate of
speed.
The distribution mechanism and the pumps are likewise improved by employing
for working the main distributer steam taken directly from the boiler and employing
steam expanded by the moderator for working the pu.np. When the air commences
to be compressed in the main reservoir or air chamber in which the pressure is nil
at this moment the moderator admits steam to the pump at a very low pressure say
about 02 of an atmosphere. This pressure although sufficient for working the
pump is insufficient for working the distributer which in all existing pumps requires
a pressure of two atmospheres.
In order to work the pump with the economy resulting from the employment of
the moderator it is necessary to work the distributer by means of steam taken
directly from the boiler which steam being under high pressure enables the pistons
of the distributer to be made of smaller dimensions than heretofore.
The power of compressed air is utilised in the most economical manner by dis-
pensing with the small pump on the locomotives and supplying the brakes and the
inain reservoir with compressed air supplied by fixed or stationary compressors and
reservoirs or storage chambers distributed along the line of railway at suitable
distances apart (say from 100 to 200 kilometres) and supplying compressed air
DQ21

page_text: under pressure of from 10 to 20 atmospheres for example. An automatic valve
prevents the air chamber from emptying itself in case of breakage of the air pipe
and at the same time admits of the latter being supplied with air when the train is
in motion and when taking off the brakes.
In all pneumatic brakes almost the whole of the stroke of the piston is occupied
in moving the brake shoes up to the wheels whilst the movement of the piston
corresponding to the actual work of pressing the brakes against the wheels is
relatively very small, the expenditure of air being altogether out of proportion to
the work done.
According to this invention the action of the compressed air is divided into two
distinct periods. In the first period the air acts upon a small piston which actuates
the brake mechanism and moves the shoes into contact with the wheels. During
the second period the air acts upon a large piston which requires to move through
a relatively small distance owing to the intermediate mechanism being already
in a state of tension and produces the powerful pressure required for the braking
action.
In the following description the small cylinder and its piston are referred to as
the "reducer" and the principle of dividing the action of the air in the brakes is
referred to as the "air reducer."
The transmission of power for working the brakes by means of the main pipe
cannot give satisfactory results with respect to the propagation of the braking
action throughout the train owing to the loss of pressure which the air sustains in
circulating in the pipe.
In the case of trains such as passenger trains composed of a small number of
vehicles no special apparatus is employed the pipe being perfectly sufficient for
working the brakes but in the case of goods trains it is desirable to employ
electrical means for actuating the distributers or distribution valves of the
pneumatic brakes. An electric generator such as an accumulator or a small
dynamo is placed upon the tender or upon the locomotive together with a regulating
apparatus for graduating the strength of the current.
The conductors supplying the current to the special apparatus or electro magnetic
valves may be arranged in series or in derivation.
The principal parts of a brake working by reduction according to this invention
and which are carried by the locomotive are as follows namely:
In the case of brakes worked by compressed air. An air compressing pump, a
moderator, a main reservoir, a regulator, a cock or valve worked by hand, two
pressure gauges and the necessary connecting pipes. In the case of long or goods
trains an electric generator is also provided. When stations for the supply of
compressed air are provided the pump is dispensed with and the main reservoir
is provided with a safety valve enabling it to retain the air in case the pipe is
broken.
In the case of vacuum brakes. A double ejector and a hand valve with two
vacuum indicators and in the case of trains of considerable length accumulators or
a dynamo with the electric regulator.
The parts of the reduction brake located upon the vehicles are as follows
namely
A brake cylinder working by reduction with an expansion distributer, a main
In the case of vacuum
pipe, stop cocks, pipe couplings, and brake mechanism.
brakes, an auxiliary reservoir is added. When the brakes are electrically controlled
the aero-electric valves and the electric conductors with the distribution arranged
in derivation are further provided.
Such being the general arrangement of the apparatus the details of cach of the
principal parts of the brake are as follows:-
The air compressing pump is supplied with steam which enters the main
distribution valve chamber provided with four pistons or piston valves. This
chamber communicates with the cylinder containing the main piston and also
communicates with the space situated between the pistons of an auxiliary

page_text: distributer. The space between the pistons of the auxiliary distributer communicates
with the exhaust.
When the main piston is descending the auxiliary distributer is raised and causes
steam to be supplied to the upper part of the main distributer. The space between
the auxiliary pistons and the space between the two lower pistons of the main
distributer communicates with the steam proceeding from the moderator. The
two middle pistons balancing one another there remains the action of the steam
upon the two end pistons. The underside of the lower piston communicate with
the atmosphere, and the upper side of the upper piston communicates with the
auxiliary distributer.
The steam acts upon the upper side of the upper piston causing the distributer to
remain in its lowest position. In its descending movement the main piston when
near the end of its stroke draws down the auxiliary distributer by means of a rod
enables the steam acting upon this piston to escape. The area of the upper piston
being equal to twice the area of the lower piston the distributer is caused to
ascend and the direction of the movement of the pump piston is reversed. In
order to obviate shocks or irregular action of the main distributer the piston valves
and the rod of the piston are caused to compress air acting as a cushion.
According to another modification the distributers (principal and auxiliary) of
the air compressing pump are each provided with a slide valve and the main and
auxiliary pistons are made of the same diameter.
The main distributer is actuated by causing steam to act upon one of the pistons
and connecting the other piston with the exhaust. The steam actuating the
distributer is supplied direct from the boiler, and the steam for working the pump
is caused to pass through the moderator. This arrangement ensures great economy
of speed which is likewise obtained by the arrangement hereinbefore described and
enables one size of packing or wearing rings to be employed for the pistons of both
the distributers. These distributers are capable of being readily taken to pieces
and facility is thus afforded for keeping them in good order.
The moderator is an apparatus which automatically regulates the pressure of
steam in the pump by retaining therein a constant and predetermined excess of
pressure over the pressure of air compressed in the air chamber. This apparatus
is composed of a cylinder containing four packed pistons a counter spring and
certain passages or channels. The pistons are attached to a hollow rod or trunk
communicating with the air chamber. The steam from the boiler fills the space
between the two middle pistons and passes into the pump. At the same time the
steam admitted to the pump passes through a passage in the side of the distributer
and acts upon the upper side of the upper piston. When the pressure of the steam
upon this piston overcomes the resistance of the spring the pistons descend and
one of the middle piston valves closes the orifice leading to the pump. The
pressure of the steam admitted to the pump consequently corresponds with the
power of the spring.
When the air is compressed in the air chamber it fills the space underneath the
lower piston its pressure is consequently added to the resistance of the spring and
automatically increases the pressure of the steam in the pump.
The steam admitted to the pump constantly exceeds the pressure of the
compressed air by an amount equivalent to the tension of the spring. This excess
is necessary in order to overcome the resistance of the mechanism and insure a
certain speed of working which can be regulated by changing the tension of the
spring by means of an adjusting screw.
In order to prevent leakage between the piston valves the trunk is provided
with rings forming a semi hydraulic packing. A cock provided in the passage
leading to the upper end of the piston valve is necessary in case the moderator is
employed with pumps other than that herein before described. The angular
displacement of this cock is limited by a projection playing between two fixed
stops. At the commencement of the compression this cock must be maintained
closed until the pressure of the steam required for working the pump is sufficient.

page_text: to actuate the distributer. In the open position the cock establishes communication
with the exterior.
According to a modification of this moderator the pistons are replaced by
flexible corrugated metallic diaphragms having a small piston arranged between
them which serves to open or close the orifice leading to the upper end of the
valve.
A regulator of the pressure of the air is provided for the purpose of maintaining
a predetermined and constant pressure in the main air pipe.
As regards its construction this apparatus is identical with the moderator
provided with diaphragms but in place of the metallic diaphragms sheets of india
rubber are employed. When the pressure of the air in the pipe acting upon the
upper diaphragm overcomes the resistance of the counter spring a piston or a slide
closes the orifice leading to the pipe. But directly the pressure of the air in the
pipe diminishes the spring pushes up the slide and a fresh supply of air is admitted
to the pipe. A screw is provided for the purpose of regulating the tension of the
spring and consequently regulating the pressure of the air in the pipe.
The controlling valve worked by hand is simply a three way cock which when
the train is running and the brakes are off connects the pipe with the main air
chamber through the regulator and when the brakes are on isolates the air chamber
and places the pipe in communication with the atmosphere.
The brake cylinder is divided into two chambers by a piston acted on by a
spring and is connected with a cylinder of smaller diameter termed a reducer in
which works a piston connected by a trunk to the piston of the main cylinder.
The two cylinders are in communication with an air distributer hereinafter
described. The chamber in front of the large piston is provided with a discharge
valve and the brake mechanism is connected with the two pistons by a suitable
connecting rod.
According to another arrangement of this brake cylinder the small cylinder or
reducer is formed in the body of the large piston the small piston being fixed on
the end of the large cylinder. According to another modification of the brake
cylinder the reducer is located on the exterior. In this case a locking device
consisting of a bolt or block sliding at right angles to the direction of the movement
of the piston and provided with teeth at its extremity is connected with a diaphragm
acted on by the air so as to cause the teeth on the bolt to engage with corresponding
teeth provided on the trunk of the piston of the reducer and enable the said
piston to be locked in different positions the said bolt being retracted by the action
of a counter spring.
The action of these several arrangements is hereinafter explained in the
description of the air distributer.
The said air distributer is constructed with a cylinder containing two pistons
acted upon by two springs. These pistons are counected with a slide valve and at
the lower part of the cylinder there are provided two flexible diaphragms forming
three distinct chambers. The upper chamber communicates with the upper side
of the lower piston and the lower chamber is provided with a valve. On the side
of the cylinder there are distribution orifices acting in combination with the afore-
said slide valve placing the distributer in communication with the reducing
cylinder. These orifices lead to different parts of the distributer as hereinafter
explained.
This construction of the distributer is somewhat modified as regards the arrange-
ment of the ports and passages in order to adapt it for brakes with an external
reducer.
The two pistons may be replaced by flexible diaphragms acting as valves.
I will now proceed to describe the action of the brake cylinders in combination
with their air distributers.
When the train is running assuming that a brake cylinder with an internal
reducer or small quick motion piston is employed, compressed air is present in the
chamber in front of the large piston in the brake cylinder and in the small cylinder

page_text: or reducer. The two pistons are now in equilibrium and the spring maintains the
brakes in the off position.
When the brakes are on the depression in the pipe causes the slide valve of the
distributer to descend. One part of this slide empties the reducer and the equi-
librium of the pistons being destroyed these pistons move and actuate the brake
mechanism at the same time compressing the counter spring. During this period
another part of the slide of the distributer maintains the communication between
the space behind the piston in the large cylinder and the air chamber in front of
the said piston and the compressed air from the cylinder passes into the reservoir.
During the whole of the period occupied in moving the brake mechanism there
is no expenditure of air in the large cylinder the air contained in the small cylinder
or reducer being alone expended the diameter of the said reducer being calculated
in proportion.
When the necessary movement has been imparted to the brake mechanism the
piston of the distributer descends and compresses the spring and the slide cuts off
the cominunication between the air chamber in front of the large piston and the
space behind this piston. At this moment the lower part of the distributer formed
by two flexible diaphragms herein before referred to and the valve being termed
the expander of the cylinders is brought into action.
In this expander the space comprised between the said diaphragms communicates
continuously with the air chamber in front of the piston the space above the upper
diaphragm communicates with the pipe and the lower space communicates with the
brake cylinder behind the piston. When the depression in the pipe is sufficient to
overcome the resistance of the counter spring the valve in the lower part of the
distributer opens and the air in the cylinder behind the piston escapes. The
equilibrium is not re-established until the depression in the cylinder is greater than
that in the pipe such depression being greater in proportion as the area of the
upper diaphragm in the distributer is greater than that of the lower diaphragm.
This arrangement economises the air in the pipe and accelerates the action of the
brakes.
In order to take off the brakes (the main pipe once filled with air) the distributer
by raising the slide valve re-establishes the communication between the air chambers
on both sides of the large piston and the reducer or small cylinder. Under these
conditions the air from the air chamber in front of the piston instantaneously fills
the large cylinder and the reducer which causes the brakes to be taken off with
great rapidity.
In the next place the air in the pipe re-establishes the initial working pressure
in all these apparatus.
With regard to the modification in which external reducers are employed the
action is as follows:-
:-
When the train is running compressed air present in the air chamber in front of
the large brake piston and in the space behind the piston the reducer is empty and
the counter spring maintains the brakes out of contact with the wheels.
In order to apply the brakes the engine driver causes the air in the pipe to be
discharged through a cock or valve. The pistons of the distributer descend com-
pressing a spring and the slide valve uncovers the orifice communicating with the
reducer. The compressed air passes into the reducer and acting on the small
piston moves the brake shoes into contact with the wheels. The depression in the
pipe increasing this piston descends still farther compressing the counter spring
and the distributer slide uncovers the orifice through which the compressed air
passes into the locking device and causes the teeth of the sliding bolt to engage
with the circular grooves in the piston of the reducer. The expander of the
cylinders formed by the two flexible diaphragms and valve then comes into
action.
The action of the expander in this particular case is the same as in the case of
the brakes with internal reducers hereinbefore described.
To take off the brakes the distributer first empties the cylinder of the locking

page_text: device afterwards emptying the reducer and causing the brakes to be taken off
after which the compressed air re-establishes the initial pressure in the cylinder
and in the air chamber.
I will now describe the application of the principle of reduction to brakes
working by a vacuum.
A vacuum brake may be regarded as a compressed air brake in which atmospheric
pressure is substituted in place of the pressure of compressed air and the counter
pressure provided in the compressed air brake is replaced by a relative vacuum
maintained in an auxiliary reservoir. In a vacuum brake working with reduction
the brake cylinder is of the type in which internal reducers are employed and the
diameters of the pistons are calculated for working under atmosphere pressure.
The distributer comprises three essential parts namely:-
1. The distributer proper formed by the slides or valves and the two pistons.
2. A vacuum expander formed by a piston and a flexible diaphragm attached to
a disc.
3. A releasing or taking off valve formed by two diaphragms connected to
another disc.
When the train is running the brake reservoir the cylinder and the reducer are
all filled with air; the auxiliary reservoir communicates through the expander with
the main pipe.
When the brakes are being put on the air from the atmosphere which passes into
the pipe closes the taking off valve and opens the valve of the expander at the
same time cutting off the auxiliary or vacuum reservoir from the pipe by pressing
the cup leather against the sides. The air from the distributer escapes into the
vacuum reservoir the slide of the distributer descends and one part of the slide
valve causes air to pass from the reducer into the vacuum reservoir thereby
actuating the brake mechanism. The slide valve now allows the air in the cylinder
(which is compressed by the displacement of the valve mechanism to escape into
the atmosphere through another part of the said valve. This part of the slide
afterwards closes the communication between the cylinder and the atmosphere and
the piston valve of the distributer uncovers the orifices which place the cylinder in
communication with the vacuum reservoir through the valve of the expander.
The area of the piston in the vacuum expander being double that of the diaphragm
of the said expander, the depression produced in the cylinder is equal to twice the
pressure of the air introduced into the pipe.
In order to take off the brakes the relative vacuum being re-established in the
pipe the taking off valve is opened and the cylinder and afterwards the reducer are
filled with atmospheric air.
The aero-electric valve employed according to this invention is interposed
between the air distributer and the main pipe. This valve is provided for the
purpose of ensuring simultaneous and uniform action of the brakes on all the
vehicles of the train independently of their number at the same time preventing
any waste or expenditure of the fluid contained in the main pipe.
This aero-electric valve is provided with coils of wire placed upon a core or
block of soft iron opposite to the extremities of which are placed two armatures.
The upper armature is suspended from a vibrating lever and is connected to a slide
valve acted upon by a spring which tends to press it upwards and by another
spring which presses it against its seat. The lower armature is connected to a
flexible diaphragm and to a valve acting as hereinafter explained and is acted on
by a spring bearing against a perforated disc attached to the core. All these parts
are enclosed in a cylinder communicating with the main pipe through a connecting
pipe and with the distributer through a pipe. Passages are provided in the sides
of the cylinder for the circulation of the fluid. The coils upon the block or core
are connected with an accumulator or with a dynamo placed upon the tender.
The conducting wires are carried along the main pipe and the engine driver is
provided with an apparatus which enables him to regulate the strength of the
current.
.

page_text: The
The electric current being caused to flow when the brakes are to be applied
magnetizes the soft iron core and causes it to attract the two iron armatures.
upper armature then transmits motion to the slide valve which isolates the main
pipe from the distributer. The lower armature in ascending opens the valve
hereinbefore referred to which allows the air to escape and brings the distributer
into action. When the depression overcomes the magnetic attraction produced by
the current the counter spring closes the valve and the brakes are applied with a
force that is proportional to the strength of the electric current.
A modification of this aero-electric valve is employed with automatic vacuum.
brakes. The difference consists in the provision of two differential diaphragins.
and in causing the space between these diaphragms to communicate with the main
pipe whilst the distributer communicates with the spaces above and below these
diaphragms.
The electric current being applied when the brakes are to be applied magnetizes
the core, whereupon the valve is opened and atmospheric air passes into the
distributer so long as the resultant of its pressure upon the diaphragms does not
overcome the magnetic attraction.
The brake mechanism is provided with brake shoes acting not upon the tyres of
the travelling wheels but upon independent wheels termed "brake wheels" fixed
upon the axles. The shoes are connected to a combination of suspended levers or
hangers connected by suitable links or connecting rods to the piston rod of the
brake cylinder. This action of the brakes upon independent wheels enables the
brake mechanism to be simplified and enables the brakes to be applied to two three
and four axles belonging to one vehicle at the same time maintaining an equal
pressure upon both sides of each axle. The aforesaid brake wheels are constructed
in two parts made of cast iron which are joined together upon the axle and keyed
in position thereon. Upon this cast iron body is fixed a hoop or ring of cast steel
made in two pieces suitably bolted or connected together.
In conclusion I do not limit myself in any way with regard to the forms,
dimensions, proportions and relations of the several constituent parts of the
apparatus hereinbefore described which may be constructed of any suitable
material.
Dated this 20th day of July 1893.
J. H. JOHNSON & Co.,
Agents.
COMPLETE SPECIFICATION.
Improvements in Railway Brakes.
I, JOSEPH LIPKOWSKI of 21 Boulevard Poissonniere 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 :-
This invention relates to a continuous automatic railway brake actuated by
compressed air or by a vacuum being controlled either by electricity or by a
pneumatic arrangement. This improved pneumatic railway brake comprises in its
construction the following arrangements namely:
1
1. An arrangement enabling the motive power required for actuating the brakes
to be produced in a rational and economical manner.
2. An arrangement enabling the motive power to be utilized in a rational and
economical manner in the apparatus for applying the brakes.
3. An arrangement enabling all the brakes in a train to act simultaneously.
In the case of brakes worked by compressed air the latter is supplied to the
brake apparatus by means of a compressing pump located upon the locomotive.
The maximum effect theoretically prin ef by these pumps when working under

page_text: the most favourable conditions and without taking into consideration the friction
leakages and resistances is only 5, P representing the absolute pressure in atmo-
spheres of the compressed air delivered by the pump. In the case of pumps as
actually constructed the practical or actual effect is only about 0.75 of the effect
that should be produced according to theory. This is chiefly due to the fact that
the engine driver not being able to constantly attend to the working of the pump
is compelled to open the steam valve always too wide so that the pressure of the
steam admitted to the pump is always too great by at least one atmosphere.
This disadvantage is obviated according to this invention by means of a
"moderator" or device which automatically regulates the pressure of the steam
in the pump at the same time maintaining a constant excess of pressure over the
pressure of the compressed air. This excess of pressure is necessary to overcome
the different resistances in the pump and to enable it to work at a uniform rate
of speed.
The distribution mechanism and the pumps are likewise improved by employing
for working the main distributer steam taken directly from the boiler and employing
When the air commences
steam expanded by the moderator for working the pump.
to be compressed in the main reservoir or air chamber in which the pressure is nil
at this moment the moderator admits steam to the pump at a very low pressure say
about 0-2 of an atmosphere. This pressure although sufficient for working the
pump is insufficient for working the distributer which in all existing pumps requires
a pressure of two atmospheres.
In order to work the pump with the economy resulting from the employment of
the moderator it is necessary to work the distributer by means of steam taken
directly from the boiler which steam being under high pressure enables the pistons of
the distributer to be made of smaller dimensions than heretofore.
The power of compressed air is utilised in the most economical manner by
dispensing with the small pumps on the locomotives and supplying the brakes and
the main reservoir with compressed air supplied by fixed or stationary compressors
and reservoirs or storage chambers distributed along the line of railway at suitable
distances apart say from 100 to 200 kilometres) and supplying compressed air
under pressures of from 10 to 20 atmospheres for example. An automatic valve
prevents the air chamber from emptying itself in case of breakage of the air pipe
and at the same time admits of the latter being supplied with air when the train is
in motion and when taking off the brakes.
In all pneumatic brakes almost the whole of the stroke of the piston is occupied
in moving the brake shoes up to the wheels whilst the movement of the piston
corresponding to the actual work of pressing the brakes against the wheels is
relatively very small the expenditure of air being altogether out of proportion to
the work done.
According to this invention the action of the compressed air is divided into two
distinct periods. In the first period the air acts upon a small piston which actuates
the brake mechanism and moves the shoes into contact with the wheels. During
the second period the air acts upon a large piston which requires to move through
a relatively small distance owing to the intermediate mechanism being already in a
state of tension and produces the powerful pressure required for the braking
action.
In the following description the small cylinder and its piston are referred to as
the "reducer" and the principle of dividing the action of the air in the brakes is
referred to as the "air reducer."
The transmission of power for working the brakes by means of the main pipe
cannot give satisfactory results with respect to the propagation of the braking
action throughout the train owing to the loss of pressure which the air sustains in
circulating in the pipe.
In the case of trains such as passenger trains composed of a small number of
vehicles no special apparatus is employed the pipe being perfectly; sufficient for

page_text: working the brakes but in the case of goods trains it is desirable to employ electrical
means for actuating the distributers or distribution valves of the pneumatic brakes.
An electric generator such as an accumulator or a small dynamo is placed upon the
tender or upon the locomotive together with a regulating apparatus for graduating
the strength of the current.
The conductors supplying the current to the special apparatus or electro magnetic
valves may be arranged in series or in derivation.
And in order that my said invention may be fully understood I shall now proceed
more particularly to describe the same and for that purpose shall refer to the
several figures on the annexed sheet of drawings the same letters of reference
indicating corresponding parts in all the figures.
Figures 1, 2, 3 and 4 of the accompanying drawings represent the automatic
air compressing pump in elevation, in vertical section through the axis, in horizontal
section taken on the line 1-2 (Figure 1) and in plan respectively.
Figures 5, 6, 7, 8, 9 and 10 represent respectively an elevation, a vertical section
taken through the axis, a plan, a horizontal section taken on the line 3-4 Figure 5,
a side elevation and a partial horizontal section taken on the line 5-6 Figure 6 of
a modification of the upper part of the automatic air compressing pump.
Figures 11, 12 and 13 represent respectively a front elevation, a vertical section
taken through the axis and a side elevation of the moderator.
Figure 14 illustrates in elevation and in plan the arrangement of this moderator
upon the automatic air compressing pump.
Figures 15, 16 and 17 illustrate in elevation (partly in section) in plan and in
vertical section through the axis respectively a modification of the moderator
constructed with corrugated metal diaphragms.
Figures 18, 19, 20, 21 and 22 represent respectively a vertical section taken
through the axis, an elevation, a vertical section taken at right angles to the plane
of the section in Figure 18, a part horizontal section taken on the line 7-8
Figure 18 and a half plan of the regulator of the pressure of air in the main pipe.
Figures 23 and 24 illustrate respectively details of the piston and of the slide
valve of the said regulator.
Figures 25, 26 and 27 represent respectively a front elevation, a side elevation
and a horizontal section of the brake cylinder provided with an internal reducer.
Figure 28 illustrates in horizontal section a modification of the arrangement of
the reducer in the interior of the brake cylinder.
Figure 29 illustrates in section a detail of the crosshead of the brake cylinder.
Figures 30, 31, 32, and 33 illustrate the distributer with expander for working
the brakes with internal reducers in vertical section on the crooked line 9-10-11
Figure 33, in vertical section on the line 12-13 Figure 33, in elevation and in
horizontal section on the line 14-15 Figure 31 respectively.
Figures 34 and 35 illustrate a modification of the brake cylinder with an external
reducer in vertical section through the axis and in plan respectively.
Figure 36 illustrates a modification of the distributer with expander employed
with this modification of the brake cylinder having an external reducer.
Figures 37 and 38 illustrate another modification of the distributor to be employed
with brakes having internal reducers and provided with an arrangement of diaphragm
valves this modification being illustrated in vertical section taken through the axis
and in elevation in the said Figures 37 and 38 respectively.
Figure 39 illustrates in vertical section the said modification of the expansion
distributer with diaphragm valves arranged for brakes with external reducers.
Figure 40 represents the general arrangement of a vacuum brake working by
reduction with a reducer for expansion.
Figures 41 and 42 illustrate an aero-electric valve for automatic brakes worked
by compressed air and applied to a goods train the said valve being illustrated in
Figures 41 and 42 in vertical section taken through the axis and in horizontal
section on the line 16-17 Figure 41 respectively.

page_text: Figure 43 illustrates a modification of the said aero-electric valve arranged for
automatic vacuum brakes when employed on goods trains.
Figures 44, 45 and 46 represent the arrangement of the brakes and brake
mechanism as applied to vehicles constructed with 2, 3 and 4 axles respectively.
Figure 47 illustrates in elevation one of the brake wheels.
The principal parts of a brake working by reduction according to this invention
and which are carried by the locomotive are as follows namely
In the case of brakes worked by compressed air. An air compressing pump, a
moderator, a main reservoir, a regulator, a cock or valve worked by hand, two
pressure gauges and the necessary connecting pipes. In the case of long or goods
trains an electric generator is also provided.
When stations for the supply of compressed air are provided the pump is
dispensed with and the main reservoir is provided with a safety valve enabling it to
retain the air in case the pipe is broken.
In the case of vacuum brakes. A double ejector and a hand valve with two
vacuum indicators and in the case of trains of considerable length accumulators
or a dynamo with the electric regulator.
The parts of the reduction brake located upon the vehicles are as follows namely.
A brake cylinder E G F working by reduction with an expansion distributer Y
Figure 44 a main pipe C G stop cocks cg and rg pipe couplings as and brake
mechanism T V. In the case of vacuum brakes, an auxiliary reservoir is added.
When the brakes are electrically controlled the aero-electric valves and the electric
conductors with the distribution arranged in derivation are further provided.
Such being the general arrangement of the apparatus the details of each of the
principal parts of the brake are as follows.
The air compressing pump represented in Figures 1 to 4 is supplied with steam
at a the steam entering the main distribution valve chamber provided with four
pistons or piston valves 21 22 23 24 The chamber a communicates with the cylinder
containing the main piston through passages b and b¹ the said chamber also
communicates with the space situated between the pistons y² and y³ of an auxiliary
distributer by the lateral passage a' which admits the steam thereto. The space
between the pistons y' and y² of the auxiliary distributer communicates with the
exhaust C through a lateral passage c (Figure 4).
The lower part of the chamber a situated beneath the piston communicates
with the atmosphere by the passage o and the upper part above the piston 2¹
communicates by a passage o' with the space between the pistons y' and y³ of the
auxiliary distributer. The space between the pistous ¹³ communicates with that
between the pistons through the hollow spindle carrying the said pistons
(see Figure 2); the steam supply passage al opens into the space between the
pistons and the passage c of the exhaust C opens into the space between the
pistons 23.
When the parts are in the position indicated in the drawing the main piston is
descending the auxiliary distributer is raised and causes steam which has entered
the space between y² and y³ by the lateral passage a¹ to be supplied to the upper
part of the main distributer through the passage o¹.
The two middle pistons 2 and of the main distributer balance one another as the
steam is admitted both between 2 and 2 and between 2 and 2 and there remains
the action of the steam upon the two end pistons z¹ and 2.
The steam from the auxiliary distributer acts upon the upper side of the piston 2¹
and the part below the piston is open to the atmosphere. Under these conditions
the distributer is caused to remain in its lowest position and the main piston receives
the steam on its upper side by the passage b¹ while the steam beneath the piston
escapes by the passage b and exhaust C.
In its descending movement the main piston when near the end of its
stroke draws down the auxiliary distributer by means of a rod n and enables
the steam acting upon the piston z₁ to escape through the passages o' and c.

page_text: The area of the upper piston ' being equal to twice the area of the lower
piston 24
the main distributer is caused to ascend and the direction of the movement
of the pump piston is reversed. In order to obviate shocks or irregular action of
the main distributer the piston valves, and the rod of the piston ₁ are caused to
compress air acting as a cushion.
According to another modification illustrated in Figures 5 to 10 the distributers
(principal and auxiliary) of the air compressing pump are each provided with a
slide valve and the main and auxiliary pistons ₁₂, y₁₂, are made of the same
diameter.
The main distributer is actuated by causing steam to pass through the passage f
so as to act upon one of the pistons and connecting the other piston with the
exhaust C through a passage d. The steam actuating the distributer is supplied
direct from the boiler through a pipe al and the steam supplied at a for working
the pump is caused to pass through the moderator. This arrangement ensures
great economy of steam which is likewise obtained by the arrangement herein before
described and enables one size of packing or wearing rings to be employed for the
pistons of both the distributers. These distributers are capable of being readily
taken to pieces and facility is thus afforded for keeping them in good order.
The
The moderator illustrated in Figures 11, 12 and 13 is an apparatus which auto-
matically regulates the pressure of steam in the pump by retaining therein a constant
and predetermined excess of pressure over the pressure of air compressed in the air
chamber. This apparatus is composed of a cylinder containing four packed
pistons ZZZ Z a counter spring R and certain passages or channels.
pistons ZZZZ, are attached to hollow rod or trunk communicating with the air
chamber through a passage a
The steam from the boiler is supplied at A and
fills the space between the two middle pistons Z2 Z, and passes through B into the
pump. At the same time the steam admitted to the pump passes through a
passage b' in the side of the distributor and acts upon the upper side of the
piston Z₁. When the pressure of the steam upon this piston overcomes the
resistance of the spring R the pistons descend and one of the middle piston valves
closes the orifice leading to the pump. The pressure of the steam admitted to the
pump consequently corresponds with the power of the spring R.
When the air is compressed in the air chamber it fills the space underneath the
lower piston Z, by passing through the passage a, its pressure is consequently added
to the resistance of the spring R and automatically increases the pressure of the
steam in the pump.
The steam admitted to the pump constantly exceeds the pressure of the com-
pressed air by an amount equivalent to the tension of the spring R. This excess
is necessary in order to overcome the resistance of the mechanism and ensure a
certain speed of working which can be regulated by changing the tension of the
spring R by means of an adjusting screw T.
In order to prevent leakage between the piston valves Z1 Z2 and Z3 Z4 the trunk
is provided with rings forming a semi bydraulic packing. A cock provided in the
passage leading to the upper end of the piston valve is necessary in case the
moderator is employed with pumps other than that illustrated in the drawing.
The angular displacement of this cock is limited by a projection W playing
between two fixed stops k and k₁. At the commencement of the compression this
cock must be maintained closed until the pressure of the steam required for working
the pump is sufficient to actuate the distributer. In the open position the cock
establishes communication with the exterior through an orifice o₂.
The position of the moderator in relation to the pump is indicated in Figure 14
in which the moderator is marked with the letter M.
A modification of this moderator is illustrated in Figures 15, 16 and 17.
According to this modification the pistons Z, Z, and Z3 Z are replaced by flexible
corrugated metallic diaphragms Z, and Z, having a small piston y, arranged between
them which serves to open or close the orifice leading to the upper end of the
valve.

page_text: A regulator of the pressure of the air in the pipe represented by Figures 18, 19,
20, 21 and 22 is provided for the purpose of maintaining a predetermined and
constant pressure in the main air pipe.
As regards its construction this apparatus is identical with the moderator
provided with diaphragms illustrated in Figures 15, 16 and 17, but in place of the
metallic diaphragms sheets of india rubber are employed. When the pressure of
the air in the pipe acting upon the upper diaphragm overcomes the resistance of
the counter spring R, a piston or slide y, closes the orifice B leading to the pipe.
But directly the pressure of the air in the pipe diminishes the spring R pushes_up
the slide y and a fresh supply of air is admitted to the pipe. A screw T is
provided for the purpose of regulating the tension of the spring R and consequently
regulating the pressure of the air in the pipe.
The controlling valve worked by hand is not illustrated in the drawing being
simply a three way cock which when the train is running and the brakes are off
connects the pipe with the main air chamber through the regulator and when the
brakes are on, isolates the air chamber and places the pipe in communication with
the atmosphere.
The brake cylinder illustrated in Figures 25, 26 and 27 is divided into two
chambers E and G by a piston H acted on by a spring R' and is connected with a
cylinder F of smaller diameter termed a reducer in which works a piston / con-
nected by a trunk to the piston of the main cylinder. The two cylinders EG
and F are in communication with an air distributer hereinafter described.
chamber E in front of the large piston is provided with a discharge valve D and
the brake mechanism is connected with the two pistons by a connecting rod t.
The
Figure 28 illustrates a modification of this brake cylinder in which the small
cylinder or reducer is formed in the body of the piston Ĥ the piston / being fixed
on the end of the large cylinder.
Figures 34 and 35 illustrate another modification of the brake cylinder according
to which the reducer F is located on the exterior. In this case a locking device I
consisting of a bolt or block sliding at right angles to the direction of the movement
of the piston and provided with teeth at its extremity is connected with a diaphragm
acted on by the air so as to cause the teeth on the bolt to engage with corresponding
teeth provided on the trunk of the piston of the reducer and enable the said piston
to be locked in different positions the said bolt being retracted by the action of a
counter spring.
The action of these several arrangements is hereinafter explained in the
description of the air distributer.
The said air distributer as represented in Figures 30, 31, 32 and 33 is constructed
with a cylinder containing two pistons Z' and Z acted upon by two springs R,
and R. These pistons are connected with a slide valve T' T2 and at the lower
part of the cylinder there are provided two flexible diaphragms y7 y8 forming three
distinct chambers. The upper chamber communicates with the upper side of the
lower piston Z and the lower chamber is provided with a valve K. On the side of
the cylinder there are distribution orifices B' C' and D' acting in combination with
the aforesaid slide valve T¹ T2 placing the distributer in communication with the
reducing cylinder. These orifices lead to different parts of the distributer as
hereinafter explained.
The modification of the distributer illustrated in Figure 36 is more particularly
adapted for brakes with an external reducer.
The modifications illustrated in Figures 37, 38 and 39 are distinguished from the
principal type with regard to the pistons Z' and Z8 which are replaced by flexible
diaphragms acting as valves, Figures 37 and 38 being adapted for brakes with
internal reducers and Figure 39 to brakes with external reducers.
I will now proceed to describe the action of the brake cylinders in combination
with their air distributers.
When the train is running assuming that a brake cylinder with an internal
reducer or small quick motion piston is employed, compressed air is present in the

page_text: chamber E in front of the large piston in the brake cylinder G and in the small
cylinder or reducer F (Figure 27). The two pistons H and are now in equilibrium
and the spring R' maintains the brakes in the off position.
When the brakes are on, the depression in the pipe causes the slide valve T¹ T'
of the distributer (Figure 30) to descend. One part T of this slide empties the
reducer F through the passage D' and the equilibrium of the pistons H and h being
destroyed these pistons more and actuate the brake mechanism through the rod t at
the same time compressing the counter spring R. During this period another
part T2 of the slide of the distributer maintains the communication between the
space behind the piston in the large cylinder G and the air chamber in front of the
piston E and the compressed air from the cylinder passes into the reservoir.
During the whole of the period occupied in moving the brake mechanism there is
no expenditure of air in the large cylinder the air contained in the small cylinder
or reducer F being alone expended the diameter of the said reducer being calculated
in proportion.
When the necessary movement has been imparted to the brake mechanism the
piston of the distributer descends and compresses the spring R2 and the part T² of
the slide cuts off the communication between the air chamber in front of the large
piston and the space behind this piston. At this moment the lower part of the
distributer formed by two flexible diaphragms y7 y8 and the valve K being termed
the expander of the cylinders is brought into action.
In this expander the space comprised between the diaphragms y' and y³ com-
municates continuously with the air chamber E in front of. the piston the space
above the upper diaphragm y' communicates with the pipe and the lower space
communicates with the brake cylinder G behind the piston. When the depression
in the pipe is sufficient to overcome the resistance of the counter spring R³ the
valve K of the distributer opens and the air in the cylinder behind the piston
escapes. The equilibrium is not re-established until the depression in the cylinder
is greater than that in the pipe such depression being greater in proportion as the
area of the upper diaphragm in the distributer is greater than that of the lower
diaphragm. This arrangement economises the air in the pipe and accelerates the
action of the brakes.
In order to take off the brakes (the main pipe once filled with air) the distributer
by raising the slide valve T¹ T2 re-establishes the communication between the air
chamber E the cylinder G and the reducer or small cylinder F. Under these
conditions the air from the air chamber in front of the piston instantaneously fills
the large cylinder and the reducer which causes the brakes to be taken off with
great rapidity.
In the next place the air in the pipe re-establishes the initial working pressure in
all these apparatus.
With regard to the modification in which external reducers are employed the
action is as follows:-
When the train is running compressed air is present in the air chamber E in front
of the large brake piston and in the space G behind this piston, the reducer Fis
empty and the counter spring R' maintains the brakes out of contact with the
wheels.
In order to apply the brakes the engine driver causes the air in the pipe to be
discharged through a cock or valve. The pistons Z' Z of the distributer (Figure 36)
descend compressing a spring R' and the slide valve T uncovers the orifice Di
communicating with the reducer. The compressed air passes through D' to the
reducer and acting on the small piston and rod t moves the brake shoes into
contact with the wheels. The depression in the pipe increasing this piston descends
still farther compressing the counter spring R' and the distributer slide uncovers
the orifice through which the compressed air passes into the locking device I and
causes the teeth of the sliding bolt to engage with the circular grooves in the piston
of the reducer. The expander of the cylinders formed by the two flexible
diaphragms y' and y and valve K then comes into action.

page_text: The action of the expander in this particular case is the same as in the case of
the brakes with internal reducers hereinbefore described.
To take off the brakes the distributer first empties the cylinder of the locking
device afterwards emptying the reducer and causing the brakes to be taken off
after which the compressed air re-establishes the initial pressure in the cylinder and
in the air chamber.
I will now describe the application of the principle of reduction to brakes working
by a vacuum.
A vacuum brake may be regarded as a compressed air brake in which atmo-
spheric pressure is substituted in place of the pressure of compressed air and the
counter-pressure provided in the compressed air brake is replaced by a relative
vacuum maintained in an auxiliary reservoir. The general arrangement of a
vacuum brake working with reduction is illustrated in Figure 40. The brake
cylinder is of the type in which internal reducers are employed and the diameters
of the pistons are calculated for working under atmospheric pressure.
The distributer comprises three essential parts, namely:-
1. A distributer proper formed by the slides or valves T¹ T2 and the two
pistons Z' ZB.
2. A vacuum expander formed by a piston m' and a flexible diaphragm n¹
-attached to a disc.
3. A releasing or taking off valve formed by two diaphragms P and p connected
to another disc.
When the train is running, the brake reservoir, the cylinder and the reducer are
all filled with air; the auxiliary reservoir X communicates through the expander
with the main pipe.
When the brakes are being put on, the air from the atmosphere which passes
into the pipe closes the taking off valve and opens the valve of the expander at
-the same time cutting off the auxiliary or vacuum reservoir from the pipe by
pressing the cup leather against the sides. The air from the distributer escapes
into the vacuum reservoir the slide of the distributer descends and one part of the
slide valve T¹ causes air to pass from the reducer into the vacuum reservoir
thereby actuating the brake mechanism. The part T2 of slide valve now allows
the air in the cylinder (which is compressed by the displacement of the valve
mechanism) to escape into the atmosphere through another part of the said valve.
The part T2 of the slide afterwards closes the communication between the cylinder
and the atmosphere and the piston valve ZB of the distributer uncovers the
. orifices O which place the cylinder in communication with the vacuum reservoir
through the valve of the expander. The area of the piston in the vacuum
expander m' being double that of the diaphragm n' of the said expander, the
depression produced in the cylinder is equal to twice the pressure of the air
introduced into the pipe.
In order to take off the brakes the relative vacuum being re-established in the
pipe the taking off valve is opened and the cylinder and afterwards the reducer
are filled with atmospheric air.
The aero-electric valve employed according to this invention and illustrated in
Figures 41 and 42 is interposed between the air distributer and the main pipe.
This valve is provided for the purpose of ensuring simultaneous and uniform
.action of the brakes on all the vehicles of the train independently of their number
at the same time preventing any waste or expenditure of the fluid contained in the
>main pipe.
This aero-electric valve is provided with coils of wire placed upon a core or
block F of soft iron opposite to the extremities of which are placed two
armatures P1 and P2. The upper armature P' is suspended from a vibrating
lever G¹ and is connected to a slide valve T³ acted upon by springs R' and R³.
The lower armature P2 is connected to a flexible diaphragm D and to a valve K
acting as hereinafter explained and is acted on by a spring R³ bearing against a
perforated disc E' attached to the core block F¹. All these parts are enclosed in

page_text: a cylinder communicating with the main pipe through a connecting pipe A+ and
with the distributer through a pipe B. Passages are provided in the sides of the
cylinder for the circulation of the fluid. The coils upon the block or core Flare
connected with an accumulator or with a dynamo placed upon the tender. The
conducting wires are carried along the main pipe and the engine driver is
provided with an apparatus which enables him to regulate the strength of the
current.
The electric current being caused to flow when the brakes are to be applied
magnetizes the soft iron core F' and causes it to attract the two iron armatures Pl
and P. The upper armature P¹ being displaced then transmits motion to the slide
valve T3 which isolates the main pipe from the distributer. The lower armature P
in ascending opens the valve K which allows the air to escape and brings the-
distributer into action. When the depression overcomes the magnetic attraction.
produced by the current the counter spring R' closes the valve Kand the brakes
are applied with a force that is proportional to the strength of the electric
current.
Figure 43 illustrates a modification of this aero-electric valve which is employed
with automatic vacuum brakes. The difference consists in the provision of two.
differential diaphragms D³ and D' and in causing the space between these
diaphragms to communicate with the main pipe whilst the distributer communicates
with the spaces above and below these diaphragms.
The electric current being supplied when the brakes are to be applied magnetizes
the core F whereupon the valve K is opened and atmospheric air passes into the
distributer so long as the resultant of its pressure upon the diaphragms does not
overcome the magnetic attraction.
The brake mechanism illustrated in Figures 44 to 47 comprises brake shoes s
acting not upon the tyres of the travelling wheels but upon independent wheels S
termed "brake wheels (Figure 47) fixed upon the axles. The shoes are
connected to a combination of suspended levers or hangers connected by suitable
links or connecting rods to the piston rod t of the brake cylinder E G. This.
action of the brakes upon independent wheels enables the brake mechanism to be.
simplified and enables the brakes to be applied to two, three and four axles.
belonging to one vehicle at the same time maintaining an equal pressure upon
both sides of each axle. The aforesaid brake wheels S are constructed in two-
parts made of cast iron which are joined together upon the axle and keyed in
position thereon. Upon this cast iron body is fixed a hoop or ring s¹ of cast steel
made in two pieces suitably bolted or connected together.
In conclusion 1 do not limit myself in any way with regard to the forms,.
dimensions proportions and relations of the several constituent parts of the
apparatus herein before described which may be constructed of any suitable-
material.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. In a compressed air brake the division of the action of the compressed air
during the operation of applying the brakes into two distinct periods the first
period consisting in causing the compressed air to act upon a small piston serving
to produce the movement of the brake levers or mechanism and the second con-
sisting in causing the air to act upon the large piston and produce the braking
power which stops the vehicle the said division having the effect of utilising the
power employed to greater advantage and consequently effecting a considerable
saving in the expense.
2. In a compressed air brake the special arrangement of the brake cylinder with
external reducer substantially as herein before described and illustrated in Figures 34
and 35 of the accompanying drawings.
3. In a compressed air brake the special arrangements of a brake cylinder

page_text: with internal reducer substantially as herein before described and illustrated in
Figures 25, 26, 27 and 28 of the accompanying drawings.
4. In a compressed air brake the special arrangement of an air distributer
applicable to the brake cylinder with external reducer whereby the action of the
compressed air is enabled to be divided into two distinct periods the said distributer
being employed in combination or not with a special arrangement termed the
expander of the cylinders provided for the purpose of economising the air supplied
by the pipe and accelerating the action of the brake by producing in the cylinder
depressions considerably greater than the depressions produced in the pipe all
substantially as hereinbefore described and illustrated in Figures 36, and 39 of
the accompanying drawings.
5. In a compressed air brake the special arrangement of an expanding distributer
applicable to brake cylinders with internal reducers and producing the movement
of the brake levers by causing the compressed air contained in the reducer to
escape at the same time allowing the air from the cylinder to pass into the
reservoir the power required for applying the brake with the aid of this apparatus
being obtained by discharging air from the cylinder by means of the expander
which acts in the same way as in the preceding apparatus whilst in taking off the
brakes the distributer allows air from the reservoir to fill the cylinder and the
reducer thereby ensuring great rapidity in taking off the brakes all substantially
as hereinbefore described and illustrated in Figures 30, 31, 32, 33, 37 and 38 of the
accompanying drawings.
6. In a vacuum brake the special arrangement of a brake cylinder with an
internal reducer for the purpose of dividing the action of the atmospheric air
during the application of the brakes into two distinct periods the first period
consisting in causing the atmospheric air to act upon a small piston which actuates
the brake levers and the second period consisting in causing the atmospheric air to
act upon the large piston and exert the pressure required for stopping the vehicle
the said division having the effect of increasing the pressure on the brakes by
obtaining a greater depression in the vacuum reservoir the quantity of air intro-
duced into the latter being considerably reduced and obtaining a considerable
saving of the steam which after the application of the brakes is required to exhaust
a smaller quantity of air than is the case in vacuum brakes as heretofore constructed
all substantially as herein before set forth.
7. In a vacuum brake working by reduction the special arrangement of an
expanding distributer ensuring the said division of the action of the atmospheric
air during the application of the brakes into two distinct periods and enabling
depressions to be obtained in the cylinders which are much greater than the
pressure of the air introduced into the pipe the object of this arrangement being to
accelerate the action of the brakes and largely reduce the quantity of steam
employed the said steam being required to exhaust a considerably smaller quantity
of air than is the case with brakes as heretofore constructed all substantially as
herein before set forth.
8. In a pneumatic brake worked by compressed air or by a vacuum the special
arrangement of an aero-electric valve for electrically controlling the action of the
said brakes ensuring in all the vehicles of the train independently of their number
a simultaneous action of the brakes and an equal pressure of the same at the same
time economising the whole of the compressed air or of the vacuum in the pipe the
said aero-electric valve being arranged and operating in the manner substantially
as hereinbefore set forth with reference to Figures 41, 42 and 43 of the accom-
panying drawings.
9. In a compressed air brake the special arrangement of an automatic air
compressing pump ensuring an economy of steam by preventing leakages and
provided with two distributers capable of being readily disconnected so as to
facilitate the keeping in order and renewal of the packing substantially as herein-
before set forth with reference to Figures 1, 2, 3 and 4 of the accompanying drawings.
10. In a compressed air brake the special arrangement of the air compressing

page_text: pump in which the movement of the distributer is produced by the action of steam
direct from the boiler the pump being actuated by steam expanded by the moderator.
the said arrangement enabling the packings of the pistons in both distributers to.
be made of the same size substantially as hereinbefore described with reference to
Figures 5, 6, 7, 8 and 9 of the accompanying drawings.
11. In a compressed air brake the automatic regulation of the supply of steam.
to the pump by means of the moderator arrangement adinitting steam proportionally
to the degree of compression of the air in the reservoir but with an excess adjusted'
beforehand in the pressure of the steam over that of the air substantially as
herein before described with reference to Figures 11 to 17 of the accompanying-
drawings.
12. In a compressed air brake the employment in place of air compressing-
pumps placed upon the locomotive of compressed air stations for supplying the
brakes and the reservoirs upon the locomotives with compressed air the said stations.
being suitably distributed along the lines of railway and comprising stationary
compressors and reservoirs of sufficient size to supply all the trains the said arrange-.
ment having the effect of saving a large quantity of fuel owing to the relatively
great power of stationary compressors and enabling the trains to be quickly
prepared for travelling by instantaneously charging the brakes and the reservoir-
substantially as herein before set forth.
13. In a compressed air brake the special arrangement of a regulator for the
pressure of the air in the pipe comprising two flexible diaphragms and one slide all
arranged and operating in the manner and for the purpose hereinbefore set forth
with reference to Figures 18 to 23 of the accompanying drawings.
14. In a brake worked by any motive power the special arrangement of the-
brake levers and their action upon special wheels independent of the travelling
wheels thereby enabling the brakes to be applied to 2, 3 or 4 axles of the same.
vehicle and maintaining equal pressures on both sides of each axle substantially as-
herein before set forth with reference to Figures 44 to 47 of the accompanying
drawings.
15. A continuous automatic brake comprising when worked by compressed air
an air compressing pump with a special distributer and an auxiliary distributer a
steam pressure moderator a compressed air reservoir an air pressure regulator and:
a controlling valve for rapidly or gradually applying the brakes and when worked.
by a vacuum an ejector and a controlling valve and in either case a main. pipe, a
brake reservoir, with external, or internal reducer, an expanding distributer with.
or without an aero electric valve and special brake levers or mechanism enabling-
the brakes to act upon wheels independent of the travelling wheels all arranged,.
actuated and operating in the manner and for the purpose hereinbefore described.
with reference to the accompanying drawings.
Dated this 20th day of April 1894.
JOHNSONS & WILLCOX,
Agents.