IMPROVEMENTS IN APPARATUS FOR PROVISIONAL SPECIFICATION
Year: 1874

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
PROVISIONAL SPECIFICATION left by the, said George Westinghouse
at the Office of the Commissioners of Patents, with his Petition,
on the 1st May 1874.
I, 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, do hereby
declare the nature of the said Invention for "IMPROVEMENTS IN APPARATUS
FOR WORKING BRAKES AND COMMUNICATING SIGNALS ON RAILWAY TRAINS," to be
as follows:-

page_text: The apparatus to which my present improvements apply are of the
kind described in the Specifications of Patents granted to C. D. Abel as a
communication from me, the said George Westinghouse, junior, on the
11th August 1870, No. 2235; and on the 13th May 1873, No. 1735; to
me, the said G. Westinghouse, junior, on the 15th September 1871,
No. 2436; the 10th October 1871, No. 2484; the 24th February 1872,
No. 595; the 28th March 1872, No. 933; the 24th April 1872, No. 1226;
the 4th June 1872, No. 1691; and the 4th July 1872, No. 2018; and
in a Provisional Specification filed by the said C. D. Abel, also as a
communication from me on the 25th November 1873, No. 3840.
.
In those Specifications were described various methods of operating
and various forms of apparatus suited to these methods; fluid pressure
communicated throughout the train by pipes coupled together from
carriage to, carriage being employed as the operating agent, and its
operation being controlled by suitable cocks and valves which could
be worked either by hand or automatically in case of accident to the
train.
By the use, as described in several of the said Specifications, of
auxiliary reservoirs on the several brake carriages constituting stores of
force, the brakes could be put on by discharging fluid under pressure
from the communicating pipes, while, without the use of such reservoirs,
as described in others of the said Specifications, the brakes could be put
on by charging the pipes with the compressed fluid.
One part of my present Invention relates to a modification which
renders the apparatus capable of working according to either of those
methods. For this purpose I apply in each brake carriage a four-way
cock in the branches leading from the communicating pipes and the
brake cylinders to the valve boxes communicating with the auxiliary
reservoirs. When this cock is turned into one attitude the communi
cating pipes are placed in connection with the valve boxes, and through
them with the auxiliary reservoirs, while the brake cylinder is also
placed in communication with the said valve boxes and auxiliary reser-
voirs. In this condition of the cock the working of the brakes is effected
according to the method first named above, that is to say, when the
pipes are charged the auxiliary reservoirs become charged while the
brakes are off, but when the pipes are discharged the compressed fluid
stored in the auxiliary reservoirs acts in the brake cylinders and causes
.

page_text: the brakes to be put on.
When the cock is turned into another attitude
the communications from the pipes to the valve boxes and auxiliary
reservoirs are cut off, and the brake cylinders are placed in direct
communication with the pipes, so that the brakes are put on when the
pipes are charged, and taken off by discharging the pipes.
In an intermediate attitude to which the cocks can be turned the
valve boxes, auxiliary reservoirs, and brake cylinders can be entirely cut
off from the communicating pipes in case of accident to them.
According to another of my present improvements I connect one end
of the brake cylinder to the communicating pipes, and the other end to
the auxiliary reservoir, applying to the brake piston and its rod suitable
packing, and providing against the waste of fluid by leakage when the
brakes are off. The piston of the brake cylinder is made with an annular
V shaped rib upon one face of it, which rib when the piston is at the
extreme of its stroke, the brakes being then off, seats against a ring of
caoutchouc or other yielding packing fixed on the cylinder cover, and
thereby prevents any escape of fluid from the cylinder round the piston
rod while the brakes are inert.
and
It is obvious that the rib may be formed on the cylinder cover,
the packing fixed on the face of the piston. For packing the piston rod
a cup leather may be employed. I prefer however, instead of passing
the piston rod through a stuffing box, to provide at the end of the main
brake cylinder, and with its axis in the same line, a cylinder of smaller
diameter fitted with a piston fixed on the main piston rod, such piston
being packed with a cup leather. To prevent the brakes from being put
on when it is not required I arrange in a branch from the communicating
pipe to the auxiliary reservoir, or in the brake piston, an escape valve of
the kind described in the Provisional Specification last referred to, that
is to say, a valve in a case with a seating above and below, the valve
being loaded with an adjustable weight or spring so that when the
pressure on its lower face is moderately increased it merely rises and
permits fluid to pass it and issue by the opposite opening; but when the
pressure on its lower face is suddenly or considerably increased the valve
is so far raised in opposition to the weight or spring as to close the
opposite opening. By the use of such a valve on a slight or gradual
reduction of the pressure in the pipes fluid can pass from the auxiliary
reservoir to these pipes, and the pressure on both sides of the brake
piston being thus equalised the brakes remain off, but on the pressure in

page_text: the pipes being suddenly or considerably reduced the valve is closed
against the upper seat, and the brake piston being subjected to the excess
of pressure subsisting in the auxiliary reservoir is moved so as to put on
the brakes. By this arrangement the auxiliary reservoirs can be charged
directly from the communicating pipes, fluid passing from the latter past
the cup leather of the brake piston, or through a valve or small hole
provided in that piston to the auxiliary reservoir, and the brakes being
kept off by the pressure acting on the small piston of the rod; but when
the pressure in the pipes is suddenly reduced the greater pressure sub-
sisting in the auxiliary reservoir moves the piston and causes the brakes
to be put on. On again charging the pipes the pressure on both sides
of the main piston becoming equalised the pressure on the small piston
will cause the brakes to be taken off, and the main piston to scat its rib
against the packing on the cylinder cover so as to make a tight joint
against leakage.
For communicating signals between a guard and the engine driver, or
between a passenger and a guard or driver, I provide a line of small pipe
extending along the train, and either keep it charged with air at a
pressure above that of the atmosphere, or maintain by exhaustion a
reduction of the pressure in it. The charging may be effected by con-
necting the pipe to the reservoir of compressed air on the locomotive, or
by a special pump, and the reduction of pressure may be effected by a
steam jet or pump. On this pipe I provide at such places as may be
desired cocks or valves, which can be opened by a guard or passenger so as
to suddenly reduce or increase the pressure in the pipe, such reduction or
increase of pressure being greater than can at once be made up for by the
charging or exhausting apparatus, and I connect the pipe in the guard's
van or on the locomotive to a whistle or to a piston or bellows connected
to a bell or gong, so that when the considerable reduction or increase of
pressure is effected by opening one of the cocks or valves, the whistle,
bell, or gong is sounded. Should the train become separated, the pipe
being thereby opened at its end, the sudden change of the pressure in
the pipe will cause the audible signal to be given.
In several of the Specifications referred to above were described
various constructions of couplings for uniting the communicating pipes.
from one carriage of the train to the next.
Part of my present Invention relates to an improved construction of
those couplings which may be employed either for the main pipes that

page_text: communicate pressure to work the brakes or for the smaller signalling
pipes described above.
°
The improved coupling consists of two parts, which are exact counter-
parts of each other, the one part being connected by a piece of flexible
tube to the pipe on the one carriage, and the other part being in like
manner connected to the pipe on the other carriage; and for effecting
such connection each part of the coupling terminates in a nozzle on
which the flexible tube is secured. The passage from this nozzle is,
turned at right angles within the half coupling to an opening on a flat
side formed in a line nearly coincident with the axis of the nozzle, and
this opening is fitted with a flanged packing ring of caoutchouc or other
elastic material, the face of the ring projecting a little beyond the flat
face of the half coupling. In connecting the two couplings their flat
faces are put together, each half being in such an attitude that the axes
of their nozzles are inclined to one another; the halves are then turned
on their meeting faces so as to bring the axes of their nozzles into a
straight line with each other, or nearly so, by which turning a rib
formed on the end of the one half coupling is brought under and engaged
with a grooved projection on the other half coupling. When these ribs
are thus engaged in the grooves of the projections the two half couplings
are held together, and the openings in their meeting faces being
coincident there is a passage for fluid from the one nozzle through these
openings to the other nozzle, leakage at the meeting faces being pre-
vented by the ring packings, which are pressed together the more
tightly the greater the pressure within the coupling, the pressure causing
also the rib of each half coupling to be the more firmly engaged in
the grooved projection of the other. The side opening of each half may
be fitted with a valve opening inwards, having a stem of such length
that when the two half couplings are united both the valves are kept
from their seats by the butting of their stems; but when the halves are
separated the valves are free to seat themselves and so close the openings
against escape.
In the Specifications above referred to were described means of
and onwenning thin connections to

page_text: .
wheels rapid in the first instance, and more slow and gradual as they
came to bear on the wheels.
Part of my present Invention relates to improvements in the arrange-
ment of the brake cylinders and their connections to the brakes so as to
attain the results mentioned above in a more simple and effectual manner,
and to dispense with springs for taking off the brakes. For this purpose
I place the brake cylinder in a vertical position with its piston rod pro-
jecting upwards and carrying a cross head from which two side rods
extend downwards, one on each side of the cylinder. To these side rods
are jointed the brake rods, extending towards the brake blocks of the
wheels in each direction, and on each of the side rods is jointed an
eccentric or cam-shaped segment, which is also connected by a rod to
the cylinder bottom or to the framing of the carriage above it. The
curved edges of the two segments are always in contact, and their
eccentricity is such that as the piston rod with its cross head and side
rods is raised by the action of the fluid pressure the segments rolling on
each other cause the side rods to separate more and more and so to move
the brake rods jointed to them and put on the brakes. The curvaturo
of the segments is preferably made such that during the first part of the
movement of the piston the separation of the side rods and the con-
sequent movement of the brake blocks is rapid, while as the piston
continues to ascend the separation of the side rods and movement of the
brakes become more slow and gradual. When the piston is relieved of
pressure its weight with the weight of the cross head and side rods
causes it to descend and take off the brakes. The cylinder thus arranged
is preferably made with a hollow containing oil in its lower cover, so.
that every time the piston descends to the bottom its edge dips into the
oil whereby the cylinder is lubricated on the subsequent ascent of the
piston. When this arrangement is applied to work the brakes of several
pairs of wheels the brake rods, instead of being jointed directly to the
side rods, are jointed to the ends of equal armed levers or sway beams
pivotted on those side rods so that each brake rod is subjected to an
. equal strain.
Or when it is desired that one pair of the brake blocks
should be pressed with greater or less force against their wheels than
another pair (as in the case where one pair of wheels carries a greater or
less load than another pair) the arms of the sway beams are respectively
proportioned so as to give to each rod the desired proportion of strain.
The brake rods extending from the side rods or sway beams are at their

page_text: татапет end many
on which the brake blocks are fitted are likewise hung by separate
radius rods from the carriage frame, the beds being jointed to their
hanging rods by pins at the lower end of the beds. These beds have
on their back edges slotted holes in which engage T heads at the
ends of the brake rods, so that when these rods are moved the brake
blocks are moved with them. For removing a brake it is only necessary
to take out the pin by which the bed is jointed to its hanger and to
disengage the slotted hole of the bed from the T head of the rod, which:
remains suspended by its own hanger.
In the Provisional Specification last referred to was described a
method of connecting the two pairs of brakes on opposite sides of a pair
of wheels to a brake lever by means of trussed framing, the upper end
of the lever being guided by a roller running in a staple attached to the
carriage frame.
According to my present Invention I adopt a similar method of con-
necting one pair of brakes applied only at one side of a pair of wheels
to a lever guided in a similar manner. In this case the lever instead of
being connected at one point to the truss of the one pair of brakes and
at another point to the truss of the other pair is at the latter point
mounted on a pin which is connected by diagonal rods to the fixed
framing of the carriage. This pin serves as a fulcrum. on which the
lever works; its one arm being moved by the brake rod, and its other
arm to which the brake truss is connected working the pair of brakes.
It may be readily understood that the mode above described 'of
hanging the brakes and brake levers and connecting them to the brake
rods is applicable in cases where these rods are worked by hand as by
the ordinary screw gear.
*
It may
also be understood that a cross head and side rods with curved-
segments such as I have described as being worked by a piston subjected.
to fluid pressure could be applied in the case of hand worked brakes, the,
cross head being raised and lowered by means of a screw or r.other-
mechanism.
In what has preceded I have described the nature of my improvements
as applied to brake apparatus worked by the pressure of a fluid, as for.
example compressed air, when such pressure exceeds that of the external,
atmosphere.
_

page_text: The improvements which I have described are however applicable.
with obvious modifications in cases where the power is communicated.
throughout the train by the exhaustion of the air. For example, in the
couplings which I have described, when they are applied to pipes in
which a partial vacuum is created, the ribs and grooves by which they
engage would necessarily be inverted in position as the external pressure
tends to close the two half couplings firmly together. Also in arranging
the brake cylinder vertically with a cross head and side rods, operating.
as I have described on the brake rods by means of curved segments, the
action of the piston in case of exhaustion would be inverted unless
provision were made for drawing air from above the piston instead of
forcing air or fluid into the cylinder below it.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said George Westinghouse in the Great Seal Patent
Office on the 31st October 1874.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, 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, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the First day of May, in the year of
our Lord One thousand eight hundred and seventy-four, in the thirty-
seventh year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said George Westinghouse, junior, Her
special license that I, the said George Westinghouse, junior, my
executors, administrators, and assigns, or such others as I, the said
George Westinghouse, junior, my executors, administrators, and assigns,
should at any time agree with, and no others, from time to time and
at all times thereafter during the term therein expressed, should and
lawfully might make, use, exercise, and vend, within the United
Kingdom of Great Britain and Ireland, the Channel Islands, and Isle
of Man, an Invention for "IMPROVEMENTS IN APPARATUS FOR WORKING BRAKES
AND COMMUNICATING SIGNALS ON RAILWAY TRAINS," upon the condition
(amongst others) that I, the said George Westinghouse, junior, my
executors or administrators, by an instrument in writing under my,..

page_text: or their, or one of their hands and seals, should particularly describe
and ascertain the nature of the said Invention, and in what manner
the same was to be performed, and cause the same to be filed in the
Great Seal Patent Office within six calendar months next and immediately
after the date of the said Letters Patent.
NOW KNOW YE, that I, the said George Westinghouse, junior, do
hereby declare the nature of the said Invention, and in what manner
the same is to be performed, to be particularly described and ascer-
tained in and by the following statement thereof, reference being had to
the accompanying Drawings and to the figures and letters marked
thereon, that is to say:-
This Invention relates to apparatus for working brakes and communi-
cating signals on railway trains.
The apparatus to which my present improvements apply are of the
kind described in the Specifications of Patents granted to C. D. Abel,
as a communication from me the said George Westinghouse, junior, on
the 11th August 1870, No. 2235; on the 13th May 1873, No. 1735; and
on the 25th November 1873, No. 3840; and of Patents granted to me
the said George Westinghouse, junior, on the 15th September 1871,
No. 2436; the 10th October 1871, No. 2684; the 24th February 1872,
No. 595; the 28th March 1872, No. 933; the 24th April 1872, No. 1226;
the 4th June 1872, No. 1691; and the 4th July 1872, No. 2018.
In these Specifications were described various methods of operating and.
various forms of apparatus suited to these methods; fluid pressure com-.
municated throughout the train by pipes coupled together from carriage
to carriage being employed as the operating agent, and its operation
being controlled by suitable cocks and valves which could be worked
either by hand or automatically in case of accident to the train.
By the use, as described in several of the said Specifications, of
auxiliary reservoirs on the several brake carriages constituting stores
of force, the brakes could be put on by discharging fluid under pressure
from the communicating pipes, while, without the use of such reservoirs,
as described in others of the said Specifications, the brakes could be put
on by charging the pipes with the compressed fluid.
One part of my present Invention relates to a modification which
renders the apparatus capable of working or being worked at will

page_text: according to either of those methods. For this purpose I apply in each
brake carriage a four-way cock in the branches leading from the com-
municating pipes and the brake cylinders to the valve boxes communi-
cating with the auxiliary reservoirs. When this cock is turned into one
attitude the communicating pipes are placed in connection with the
valve boxes and through them with the auxiliary reservoirs, while the
brake cylinder is also placed in communication with the said valve boxes
and auxiliary reservoirs. In this condition of the cock the working of
the brakes is effected according to the method first named above, that is
to say, when the pipes are charged the auxiliary reservoirs become
charged while the brakes are off, but when the pipes are discharged the
compressed fluid stored in the auxiliary reservoirs acts in the brake
cylinders and causes the brakes to be put on. When the cock is turned
into another attitude the communications from the pipes to the valve
boxes and auxiliary reservoirs are cut off, and the brake cylinders are
placed in direct communication with the pipes, so that the brakes aro
put on when the pipes are charged, and taken off by discharging the.
pipes. In an intermediate attitude, to which the cocks can be turned,
the valve boxes, auxiliary reservoirs, and brake cylinders can be entirely
cut off from the communicating pipes.
Fig. 1, Sheet I., of the accompanying Drawings represents a section;
and Fig. 2, a side view of a triple valve box, such as was described in
the previous Specifications referred to, with the four-way cock A and
escape valve B applied thereto in order to operate the brakes in the
manner set forth above.
The cock A, as shewn in Fig. 1, is so set that when the pipes com-
municating throughout the train are charged air passes from them by.
the branch C to one end of the triple valve. box, where it presses the
diaphragm inwards and charges the auxiliary reservoirs, the pipe D
leading to the brake cylinder being at the same time open to the atmo-
sphere through the passages of the valve box and the outlet ports E.
On the pressure in the pipes C being reduced the diaphragm in the
valve box is pressed outwards, whereby the pipe D is put in communi-.
cation with the auxiliary reservoir and is cut off from the outlet ports E.
The cock A being turned one quarter round puts the pipe D in direct
communication with C, the valve box being then cut off from the system.
And again, by turning the cock A about one eighth of a revolution all
the communications from it can be closed.

page_text: According to another of my present improvements I connect one end
of the brake cylinder to the communicating pipes, and the other end to
the auxiliary reservoir, applying to the brake piston and its rod suitable
packing and providing against the waste of fluid by leakage when the
brakes are off. The piston of the brake cylinder is made with an
annular V shaped rib upon one face of it, which rib when the piston is
at the extreme of its stroke, the brakes being then off seats against a ring
of caoutchouc or other yielding packing fixed on the cylinder cover, and
thereby prevents any escape of fluid from the cylinder round the piston
rod while the brakes are inert.
It is obvious that the rib may be formed on the cylinder cover and.
the packing fixed on the face of the piston. For packing the piston rod
a cup leather may be employed. I prefer however instead of passing
the piston rod through a stuffing box to provide at the end of the main
brake cylinder, and with its axis in the same line, a cylinder of smaller
diameter fitted with a piston fixed on the main piston rod, such piston
being packed with a cup leather. To prevent the brakes from being put
on when it is not required I arrange in a branch from the communicating.
pipe to the auxiliary reservoir, or in the brake piston, an escape valve of
the kind described in the Specification to the Patent, No. 3840, of 1873,
referred to above, that is to say, a valve in a case with a seating above
and below, the valve being loaded with an adjustable weight or spring,
so that when the pressure on its lower face is moderately increased it
merely rises and permits fluid to pass it and issue by the opposite
opening; but when the pressure on its lower face is suddenly or con-
siderably increased the valve is so far raised in opposition to the weight
or spring as to close the opposite opening. By the use of such a valve
on a slight or gradual reduction of pressure in the pipes fluid can pass.
from the auxiliary reservoir to these pipes, and the pressure on both sides
of the brake piston being thus equalised the brakes remain off; but on the
pressure in the pipes being suddenly or considerably reduced the valve
is closed against the upper seat, and the brake piston being subjected to
the excess of pressure subsisting in the auxiliary reservoir is moved so
as to put on the brakes.
Fig. 3, Sheet I., represents a brake cylinder arranged as described
above. The main piston F has an elastic facing f, which being pressed
against a V shaped rib on the cylinder cover prevents leakage. The
pipe C branches from the pipes communicating through the train, and

page_text: the pipe G communicates with the auxiliary reservoir on the brake
carriage. It will be seen that while the pressure in the pipe C is equal
to that in G, or nearly so, the piston F is kept in the position shewn in
Fig. 3, the brakes then being off. But if the pressure in C be suddenly
reduced then the pressure in the auxiliary reservoir, communicated
through G, forces back the piston and causes the brakes to be put on.
On again charging the pipe C the piston being forced forward takes
off the brakes. A passage 6 leading to an escape valve B permits the
passage of air from the auxiliary reservoir when the pressure therein
slightly exceeds that in the pipe C; but on the pressure in the latter
being suddenly reduced for the purpose of applying the brakes the
valve B closes. By this arrangement the auxiliary reservoirs can be
charged directly from the pipe C past the cup leather of the brake
piston, or through a valve or small hole provided in that piston, the
brakes being kept off by the pressure acting on the small piston of the
rod. But when the pressure in the pipes is suddenly reduced the greater
pressure subsisting in the auxiliary reservoir moves the piston and
causes the brakes to be put on. On again charging the pipes the
pressure on both sides of the main piston becoming equalised the
pressure on the small piston will cause the brakes to be taken off and
the main piston to seat its rib against the packing on the cylinder cover
so as to make a tight joint against leakage.
For communicating signals between a guard and the engine driver,
or between a passenger and a guard or driver, I provide a line of small
pipe extending along the train, and either keep it charged with air at 2
a pressure above that of the atmosphere or maintain by exhaustion a
reduction of the pressure in it. The charging may be effected by con-
necting the pipe to the reservoir of compressed air on the locomotive or
by a special pump, and the reduction of pressure may be effected by a
steam jet or pump. On this pipe I provide at such places as may be 3
desired cocks or valves which can be opened by a guard or passenger so
as to suddenly reduce or increase the pressure in the pipe, such reduction
or increase of pressure being greater than can at once be made
by the charging or exhausting apparatus; and I connect the pipe in
the guard's van or on the locomotive to a whistle or to a piston or 3
bellows connected to a bell, gong, or other sounding appliance, so that
when the considerable reduction or increase of pressure is effected by
opening one of the cocks or valves, the whistle, bell, gong, or other
up
for

page_text: appliance is sounded. Should the train become separated, the pipe
being thereby opened at its end, the sudden change of the pressure in
the pipe will cause the audible signal to be given.
In several of the Specifications referred to above were described
various constructions of couplings for uniting the communicating pipes.
from one carriage of the train to the next.
Part of my present Invention relates to an improved construction of
these couplings, which may be employed either for the main pipes that
communicate pressure to work the brakes or for the smaller signalling
pipes described above.
The improved coupling consists of two parts, which are exact counter-
parts of each other, the one part being connected by a piece of flexible
tube to the pipe on the one carriage, and the other part being in like
manner connected to the pipe on the other carriage; and for effecting
such connection each part of the coupling terminates in a nozzle on
which the flexible tube is secured. The passage from this nozzle is
turned at right angles within the half coupling to an opening on a flat
side formed in a line nearly coincident with the axis of the nozzle, and
this opening is fitted with a flanged packing ring of caoutchouc or other
elastic material, the face of the ring projecting a little beyond the flat
face of the half coupling. In connecting the two couplings, their flat
faces are put together, each half being in such an attitude that the axes
of their nozzles are inclined to one another. The halves are then turned
on their meeting faces, so as to bring the axes of their nozzles into a
straight line with each other, or nearly so, by which turning a rib formed
on the end of the one half coupling is brought under and engaged with
a grooved projection on the other half coupling. When these ribs are
thus engaged in the grooves of the projections the two half couplings are
held together, and the openings in their meeting faces being coincident
there is a passage for fluid from the one nozzle through these openings
to the other nozzle, leakage at the meeting faces being prevented by
the ring packings, which are pressed together the more tightly the
greater the pressure within the coupling, the pressure causing also the
rib of each half coupling to be more firmly engaged in the grooved
projection of the other. The side opening of each half may be fitted
with a valve opening inwards having a stem of such length that when
the two half couplings are united both the valves are kept from their
scats by the butting of their, stems; but when the halves are separated

page_text: the valves are free to seat themselves, and so close the openings against
escape.
Figs. 4, 5, 6, 7, and 8, Sheet I., represent respectively a longitudinal
section, a side view, a plan, a transverse section, and an end view of the
pipe couplings constructed in this manner. It will be seen that the
coupling consists of two equal and similar parts H made with nozzles,
on which flexible portions of the communicating pipes at each end of a
carriage are secured. A packing ring / pressed forwards by a spring h¹
projects a little beyond the face of each half coupling, so that when the
halves are united the lips of these rings being pressed together form a
tight joint. These rings / also form seatings for the valves ² which are
pressed forward by springs h³ so as to close the apertures of the couplings
when they are separated; but the tubular stems * of the valves are of
such length that when the two half couplings are united the valves are
kept off their seats, leaving a free passage through the coupling. On
each half coupling is formed a rounded segmental lip K which fits into a
corresponding hollow of the other half coupling. On bringing the two
lalves face to face with the axial lines of their nozzles inclined to ono
another, the lips K can be entered into the hollows, whereupon the
halves being turned till the axial lines of their nozzles come into a
straight line with one another (as shewn in Fig. 6), or nearly so,
tlie
lips K engaged in the hollows hold the halves together. k, k, are stop
pins to prevent the half couplings from turning beyond their relatively
straight position. The rounding of the lips K and the projection of the
clastic packings are such, that when a considerable tension is applied
to the communicating pipes (such as might be the case when two
carriages separate) the two half couplings can be forcibly pulled apart
without damage to them or to the pipes to which they are secured. As
the two half couplings are precisely equal and similar, and as like half
couplings are presented at the ends of all the carriages of a train, the
communicating pipes can be readily coupled up throughout a train,
whichever way the carriages may be turned.
In the Specifications above referred to were described means of
hanging and fitting the brake blocks, and arranging their connections to
the brake pistons in such manner as to equalise or proportion the
pressure on the different wheels, to take up slack due to wear or
looseness of joints, and to render the advance of the brake blocks towards

page_text: the wheels rapid in the first instance and more slow and gradual as they
'came to bear on the wheels.
Part of my present Invention relates to improvements in the arrange-
ment of tlie brake cylinders and their connections to the brakes so as to
attain the results mentioned above in a more simple and effectual
manner, and to dispense with springs for taking off the brakes. For
this purpose I place the brake cylinder in a vertical position, with its
piston rod projecting upwards, and carrying a cross head from which
two side rods extend downwards, one on each side of the cylinder. To
these side rods are jointed the brake rods extending towards the brako
blocks of the wheels in each direction, and on each of the side rods is
jointed an eccentric or cam-shaped segment, which is also connected by
a rod to the cylinder bottom or to the framing of the carriage above it.
The curved edges of the two segments are always in contact, and their
eccentricity is such, that as the piston rod with its cross head and side
rods is raised by the action of the fluid pressure, the segments rolling on
cach other cause the side rods to separate more and more and so to move
the brake rods jointed to them and put on the brakes. The curvature
of the segments is preferably made such, that during the first part of
the movement of the piston, the separation of the side rods and the
consequent movement of the brake blocks is rapid, while as the piston
continues to ascend the separation of the side rods and movement of the
brakes become more slow and gradual. When the piston is relieved of
pressure, its weight with the weight of the cross head and side rods
causes it to ascend and take off the brakes. The cylinder thus
arranged is preferably made with a hollow containing oil on its lower
cover, so that every time the piston descends to the bottom its edge
dips into the oil, whereby the cylinder is lubricated on the subsequent
ascent of the piston. When this arrangement is applied to work the
brakes of several pairs of wheels, the brake rods, instead of being
jointed directly to the side rods, are jointed to the ends of equal armed
levers or sway beams pivotted on those side rods, so that each brake
rod is subjected to an equal strain. Or when it is desired that one pair
of the brake blocks should be pressed with greater or less force against
their wheels than another pair (as in the case where one pair of wheels
carries a greater or less load than another pair) the arms of the sway
beams are respectively proportioned so as to give to each rod the desired
proportion of strain. The brake rods extending from the side rods or
**

page_text: sway beams are at their farther ends hung by radius bars from the
carriage framing. The beds on which the brake blocks are fitted are
likewise hung by separate radius rods from the carriage frame, the beds
being jointed to their hanging rods by pins at the lower end of the beds.
These beds have on their back edges slotted holes in which engage
Theads at the ends of the brake rods, so that when these rods are
moved the brake blocks are moved with them. For removing a brake
it is only necessary to take out the pin by which the bed is jointed to its
hanger, and to disengage the slotted hole of the bed from the T head of
the rod which remains suspended by its own hanger.
Figs. 9 and 10, Sheet II., represent respectively a side view and a plan
of the under framing of a carriage with the brake gear arranged in this
manner, and Figs. 11 and 12 represent respectively a side view and an
end view of this brake gear to an enlarged scale. L are the vertical
brake cylinders, one on each side of the carriage; are the side rods
jointed to the piston rods at their upper ends, and to the brake rods M
at their lower ends. On each side rod is mounted an eccentric or cam-
shaped segment N connected by a rod n to the. cylinder bottom, the
peripheries of the segments N touching each other. When the piston
in the cylinder L is raised the side rods are also raised, whereby the
segments N are caused to roll on each other expanding the side rods
owing to their eccentricity, and thereby causing the brake blocks O to
be pressed against the wheels. When the pistons in the cylinders L are
relieved of pressure the weight of them and of the side rods, segments,
and brake rods cause them to descend, and thereby to take off the
brakes. The cam faces of the segments. N may obviously be so formed
as to give a considerable travel with little force to the brake rods in the
first part of their stroke before the brakes reach the wheels, and then to
give them a short travel with increased force while the blocks are being
pressed on the wheels. The brake rods M are hung by radius bars m
from the carriage frame, and the.beds O on which the brake blocks are
fitted are hung by separate radius rods o jointed to the lower parts of
the beds. When the above described arrangement of brake gear is
employed the communicating pipe C, triple valve box P, with its four-
way cock and the auxiliary reservoir R, may be conveniently arranged
with the necessary branch pipes, as shewn in Fig. 10, Sheet II.
In the Specification to the Patent No. 3840, of 1873, referred to
above, was described a method of connecting the two pairs of brakes on

page_text: opposite sides of a pair of wheels to a brake lever by means of trussed
framing, the upper end of the lever being guided by a roller running in
a staple attached to the carriage frame.
According to my present Invention I adopt a similar method of con-
necting one pair of brakes applied only at one side of a pair of wheels
to a lever guided in a similar manner. In this case the lever, instead
of being connected at one point to the truss of the one pair of brakes,
and at another point to the truss of the other pair, is at the latter
point mounted on a pin which is connected by diagonal rods, forming
a truss to the fixed framing of the carriage. This pin serves as a
fulcrum on which the lever works, its one arm being moved by the
brake rod, and its other arm, to which the brake truss is connected,
working the pair of brakes.
Figs. 13 and 14, Sheet II., represent respectively a side view and a
plan of the under framing of a six-wheeled carriage, shewing the general
arrangement of the communicating pipe C, auxiliary reservoir R, triple
valve box P with its four-way cock, and brake cylinder B, with its levers
acting as described in the previous Specifications referred to above, the
connections from these levers to the three sets of brakes being arranged
so as to equalise the braking strain on the six wheels. The one brake
rod acts through the lever Q and rods q³, q², on the trusses §¹, s², of
the brakes for two pairs of the wheels. The other brake rod b² acts on
one end of a lever Q', the opposite end of which is connected to the
truss 3 of the brakes for the third pair of wheels, the fulcrum of the
lever Q being supported by diagonal rods forming a truss S secured to
the carriage frame.
Figures 15 and 16 shew respectively an enlarged plan and end view
of the brake cylinder B and its levers.
It may be readily understood that the mode above described of
hanging the brakes and brake levers and connecting them to the brake
rods is applicable in cases where these rods are worked by hand or by
the ordinary screw gear.
It may also be understood that a cross head and side rods with curved
segments, such as I have described as being worked by a piston sub-
jected to fluid pressure could be applied in the case of hand-worked
brakes, the cross head being raised and lowered by means of a screw or
other mechanism.

page_text: In what has preceded I have described the nature of my improvements
as applied to brake apparatus worked by the pressure of a fluid, as for.
example, compressed air, when such pressure exceeds that of the
external atmosphere.
The improvements which I have described are however applicable
with various obvious modifications in cases where the power is com-.
municated throughout the train by the exhaustion of the air. For.
example, in the couplings which I have described, when they are
applied to pipes in which a partial vacuum is created, the ribs and
grooves by which they engage would necessarily be inverted in position
as the external pressure tends to close the two half couplings firmly
together. Also in arranging the brake cylinder vertically with a cross
head and side rods operating as I have described on the brake rods by
means of curved segments, the action of the piston in case of exhaustion
would be inverted unless provision were made for drawing air from
above the piston instead of forcing air or fluid into the cylinder-
below it.
Having thus described the nature of my Invention and in what
manner the same is to be performed, I claim the following improve-
ments in apparatus for working brakes and communicating signals on
railway trains, that is to say:-
First. The use, in combination with the pipes for communicating the
fluid pressure, and with the triple valve box and escape valve, of a four-
way cock, whereby the fluid pressure can be made to work the brakes
either directly from the communicating pipes or from the auxiliary
reservoirs, or whereby the whole brake apparatus of a carriage or
carriages can be cut off from communication, substantially as herein
described.
Second. The method of constructing and working a brake cylinder,
substantially as herein described in reference to Fig. 3 on Sheet I. of
the accompanying Drawings.
Third. The use, for coupling on a train the pipes communicating fluid
pressure for operating brakes or signals, of couplings constructed sub-
stantially as herein described in reference to Figs. 4, 5, 6, 7, and 8 on
Sheet I. of the accompanying Drawings.
.
:
Fourth. The use of brake gear consisting of two cam-shaped or -

page_text: eccentric segments connected to a vertical brake cylinder and pivotted
on side rods which are jointed to the rod of the brake piston and to the
brake rods, the said gear constructed and operating substantially as
herein described in reference to Figs. 9, 10, 11, and 12 on Sheet II. of
the accompanying Drawings.
Fifth. The use for working the brakes of a pair of wheels of a lever,
one arm of which is moved by the brake rod, and the other arm is.
jointed to a truss connecting the two brakes, the fulcrum of the lever
being supported by a truss from the carriage frame, substantially as
herein described in reference to Figs. 13 and 14, on Sheet II. of the
accompanying Drawings.
In witness whereof, I, the said George Westinghouse, junior, have
hereunto set my hand and seal, this Sixteenth day of October, in
the year of our Lord One thousand eight hundred and seventy-
four.

page_text: GEORGE WESTINGHOUSE junior of Pittsburgh Pennsylvania in the United States
of America seeks leave to amend the specification of Letters Patent, No. 1540 of
1874, as shown in red ink in the copy of the original specification (second edition)
hereunto annexed, by disclaiming and cancelling the claims originally described as
First", "Fourth" & "Fifth " and altering the number of the claims originally
described as "Second" and "Third" to "First" & "Second" respectively-and by
striking out the words on page 11 lines 21 & 22 from "I claim " down to "that is
" to say " inclusive & substituting in the place thereof the following words viz:-
"I do not claim all the Improvements herein before described but only those
particularly referred to and claimed in the following claiming clauses that is to
say" "I claim "_
and by inserting in the claim originally described as "Second
between the words "a Brake Cylinder" and the word "substantially" the following
words viz" when arranged so as to prevent the brakes from being put on when
"it is not required."
"
-
.
"
My reasons for making this amendment are as follows viz:-The claims
originally described as "Fourth & Fifth "have in a recent Trial between myself
and the Lancashire & Yorkshire Railway Company been adjudged to be not novel.
The claim originally described as first I have found not to be of such practical
value as I formerly believed it to be.

page_text: AND
In the Matter of an Opposition thereto entered by The London and South
Western Railway Company, The London & North Western Railway Company,.
The Lancashire & Yorkshire Railway Company, The Great Western Railway
Company, The Midland Railway. Company, and the Great Western Railway
Company:

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
117
DR35
PROVISIONAL SPECIFICATION left by the said George Westinghouse, at the
Office of the Commissioners of Patents on the 1st May 1874.
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."
This Invention relates to apparatus for working brakes and communicating
signals on railway trains. The apparatus to which my present improvements apply
are of the kind described in the Specifications of Patents granted to C. D. Abel as a
communication from me, the said George Westinghouse, junior, on the 11th August
1870, No. 2235; and on the 13th May 1873, No. 1735; to me, the said G. Westing-
house, junior, on the 15th September 1871, No. 2436; the 10th October 1871,
No. 2484; the 24th February 1872, No. 595; the 28th March 1872, No. 933;
the 24th April 1872, No. 1226; the 4th June 1872, No. 1691; and the 4th July
1872, No. 2018; and in a Provisional Specification filed by the said C. D. Abel,
also as a communication from me on the 25th November 1873, No. 3840.
In those Specifications were described various methods of operating and various
forms of apparatus suited to these methods, fluid pressure communicated through-
out the train by pipes coupled together from carriage to carriage being employed as
the operating agent, and its operation being controlled by suitable cocks and valves
which could be worked either by hand or automatically in case of accident to the
train. By the use, as described in several of the said Specifications, of auxiliary
reservoirs on the several brake carriages constituting stores of force, the brakes could
be put on by discharging fluid under pressure from the communicating pipes, while,
without the use of such reservoirs, as described in others of the said Specifications,
the brakes could be put on by charging the pipes with the compressed fluid.
One part of my present Invention relates to a modification which renders the
apparatus capable of working according to either of those methods. For this
purpose I apply in each brake carriage a four-way cock in the branches leading
from the communicating pipes and the brake cylinders to the valve boxes com-
municating with the auxiliary reservoirs. When this cock is turned into one
attitude the communicating pipes are placed in connection with the valve boxes;
and through them with the auxiliary reservoirs, while the brake cylinder is also
placed in communication with the said valve boxes and auxiliary reservoirs. In
this condition of the cock the working of the brakes is effected according to the
method first named above, that is to say, when the pipes are charged the auxiliary
reservoirs become charged while the brakes are off, but when the pipes are

page_text: discharged the compressed fluid stored in the auxiliary reservoirs acts in the brake
cylinders and causes the brakes to be put on. When the cock is turned into
another attitude the communications from the pipes to the valve boxes and auxiliary
reservoirs are cut off, and the brake cylinders are placed in direct communication
with the pipes, so that the brakes are put on when the pipes are charged, and
taken off by discharging the pipes. In an intermediate attitude to which the cocks
can be turned the valve boxes, auxiliary reservoirs, and brake cylinders can be
entirely cut off from the communicating pipes in case of accident to them.
According to another of my present improvements I connect one end of the
brake cylinder to the communicating pipes, and the other end to the auxiliary
reservoir, applying to the brake piston and its rod suitable packing, and providing
against the waste of fluid by leakage when the brakes are off. The piston of the
brake cylinder is made with an annular V shaped rib upon one face of it, which rib
when the piston is at the extreme of its stroke, the brakes being then off, seats
against a ring of caoutchouc or other yielding packing fixed on the cylinder cover,
and thereby prevents any escape of fluid from the cylinder round the piston rod while
the brakes are inert. It is obvious that the rib may be formed on the cylinder cover,
and the packing fixed on the face of the piston. For packing the piston rod a cup
leather may be employed. I prefer however, instead of passing the piston rod through
a stuffing box, to provide at the end of the main brake cylinder, and with its axis in the
same line, a cylinder of smaller diameter fitted with a piston fixed on the main piston
rod, such piston being packed with a cup leather. To prevent the brakes from
being put on when it is not required I arrange in a branch from the communicating
pipe to the auxiliary reservoir, or in the brake piston, an escape valve of the kind
described in the Provisional Specification last referred to, that is to say, a valve in
a case with a seating above and below, the valve being loaded with an adjustable
weight or spring so that when the pressure on its lower face is moderately increased
it merely rises and permits fluid to pass it and issue by the opposite opening, but
when the pressure on its lower face is suddenly or considerably increased the valve
is so far raised in opposition to the weight or spring as to close the opposite opening.
By the use of such a valve on a slight or gradual reduction of the pressure in the
pipes fluid can pass from the auxiliary reservoir to these pipes, and the pressure on
both sides of the brake piston being thus equalised the brakes remain off, but on
the pressure in the pipes being suddenly or considerably reduced the valve is closed
against the upper seat, and the brake piston being subjected to the excess of pressure
subsisting in the auxiliary reservoir is moved so as to put on the brakes.
By this arrangement the auxiliary reservoirs can be charged directly from the com-
municating pipes, fluid passing from the latter past the cup leather of the brake piston,
or through a valve or small hole provided in that piston to the auxiliary reservoir,
and the brakes being kept off by the pressure acting on the small piston of the rod.
But when the pressure in the pipes is suddenly reduced the greater pressure sub-
sisting in the auxiliary reservoir moves the piston and causes the brakes to be put
On again charging the pipes the pressure on both sides of the main piston
becoming equalised the pressure on the small piston will cause the brakes to be
taken off, and the main piston to seat its rib against the packing on the cylinder
cover so as to make a tight joint against leakage.
on.
For communicating signals between a guard and the engine driver, or between a
passenger and a guard or driver, I provide a line of small pipe extending along the
train, and either keep it charged with air at a pressure above that of the atmosphere,
or maintain by exhaustion a reduction of the pressure in it. The charging may be
effected by connecting the pipe to the reservoir of compressed air on the locomotive,
or by a special pump, and the reduction of pressure may be effected by a steam jet
or pump. On this pipe I provide at such places as may be desired cocks or valves,
which can be opened by a guard or passenger so as to suddenly reduce or increase
the pressure in the pipe, such reduction or increase of pressure being greater than
can at once be made up for by the charging or exhausting apparatus, and I connect
the pipe in the guard's van or on the locomotive to a whistle or to a piston or

page_text: bellows connected to a bell or gong, so that when the considerable reduction or
increase of pressure is effected by opening one of the cocks or valves, the whistle,
bell, or gong is sounded. Should the train become separated, the pipe being thereby
opened at its end, the sudden change of the pressure in the pipe will cause the
audible signal to be given."
In several of the Specifications referred to above were described various construe-
tions of couplings for uniting the communicating pipes from one carriage of the train
to the next. Part of my present Invention relates to an improved construction of
those couplings, which may be employed either for the main pipes that communicate
pressure to work the brakes or for the smaller signalling pipes described above.
The improved coupling consists of two parts, which are exact counterparts of
each other, the one part being connected by a piece of flexible tube to the pipe on
the one carriage, and the other part being in like manner connected to the pipe on
the other carriage, and for effecting such connection each part of the coupling
terminates in a nozzle on which the flexible tube is secured. The passage from this
nozzle is turned at right angles within the half coupling to an opening on a flat
side formed in a line nearly coincident with the axis of the nozzle, and this opening
is fitted with a flanged packing ring of caoutchouc or other elastic material, the face
of the ring projecting a little beyond the flat face of the half coupling. In con-
necting the two couplings their flat faces are put together, each half being in such
an attitude that the axes of their nozzles are inclined to one another. The halves are
then turned on their meeting faces so as to bring the axes of their nozzles into a
straight line with each other, or nearly so, by which turning a rib formed on the
end of the one half coupling is brought under and engaged with a grooved projec-
tion on the other half coupling. When these ribs are thus engaged in the grooves
of the projections the two half couplings are held together, and the openings in
their meeting faces being coincident there is a passage for fluid from the one nozzle
through these openings to the other nozzle, leakage at the meeting faces being pre-
vented by the ring packings, which are pressed together the more tightly the
greater the pressure within the coupling, the pressure causing also the rib of each
half coupling to be the more firmly engaged in the grooved projection of the other.
The side opening of each half may be fitted with a valve opening inwards, having
a stem of such length that when the two half couplings are united, both the valves
are kept from their seats by the butting of their stems, but when the halves are
separated the valves are free to seat themselves and so close the openings against
escape.
In the Specifications above referred to were described means of hanging and
fitting the brake blocks and arranging their connections to the brake-pistons in
such manner as to equalise or proportion the pressure on the different wheels, to
take up slack due to wear or looseness of joints, and to render the advance of the
brake blocks towards the wheels rapid in the first instance, and more slow and
gradual as they came to bear on the wheels. Part of my present Invention
relates to improvements in the arrangement of the brake cylinders and their
connections to the brakes so as to attain the results mentioned above in a more
simple and effectual manner, and to dispense with springs for taking off the
brakes. For this purpose I place the brake cylinder in a vertical position with
its piston rod projecting upwards and carrying a cross-head from which two
side rods extend downwards, one on each side of the cylinder. To these side
rods are jointed the brake rods, extending towards the brake blocks of the wheels
in each direction, and on each of the side rods is jointed an eccentric or cam-shaped
segment, which is also connected by a rod to the cylinder bottom or to the framing:
of the carriage above it. The curved edges of the two segments are always in con-
tact, and their eccentricity is such that as the piston-rod with its cross head and
side rods is raised by the action of the fluid pressure the segments rolling on each
other cause the side rods to separate more and more and so to move the brake rods
jointed to them and put on the brakes. The curvature of the segments is preferably
made such that during the first part of the movement of the piston the separation of

page_text: the side rods and the consequent movement of the brake blocks is rapid, while as
the piston continues to ascend the separation of the side rods and movement of the
brakes become more slow and gradual. When the piston is relieved of pressure its
weight with the weight of the cross-head and side rods causes it to descend and
take off the brakes. The cylinder thus arranged is preferably made with a hollow
containing oil in its lower cover, so that every time the piston descends to the
bottom its edge dips into the oil whereby the cylinder is lubricated on the sub-
sequent ascent of the piston. When this arrangement is applied to work the brakes
of several pairs of wheels the brake rods, instead of being jointed directly to the
side rods, are jointed to the ends of equal armed levers or sway beams pivotted on
those side rods so that each brake rod is subjected to an equal strain. Or when it
is desired that one pair of the brake blocks should be pressed with greater or less
force against their wheels than another pair (as in the case where one pair of wheels
carries a greater or less load than another pair) the arms of the sway beams are
respectively proportioned so as to give to each rod the desired proportion of strain.
The brake rods extending from the side rods or sway beams are at their farther end
hung by radius bars from the carriage framing. The beds on which the brake
blocks are fitted are likewise hung by separate radius rods from the carriage frame,
the beds being jointed to their hanging rods by pins at the lower end of the beds.
These beds have on their back edges slotted holes in which engage T heads at the
ends of the brake rods, so that. when these rods are moved the brake blocks are
moved with them. For removing a brake it is only necessary to take out the pin
by which the bed is jointed to its hanger and to disengage the slotted hole of the
bed from the T head of the rod, which remains suspended by its own hanger.
In the Provisional Specification last referred to was described a method of con-
necting the two pairs of brakes on opposite sides of a pair of wheels to a brake lever
by means of trussed framing, the upper end of the lever being guided by a roller
running in a staple attached to the carriage frame. According to my present Inven-
tion I adopt a similar method of connecting one pair of brakes applied only at one side
of a pair of wheels to a lever guided in a similar manner. In this case the lever
instead of being connected at one point to the truss of the one pair of brakes and at
another point to the truss of the other pair is at the latter point mounted on a pin
which is connected by diagonal rods to the fixed framing of the carriage. This pin
serves as a fulcrum on which the lever works, its one arm being moved by the brake
rod, and its other arm to which the brake truss is connected working the pair of
brakes. It may be readily understood that the mode above described of hanging the
brakes and brake levers and connecting them to the brake rods is applicable in cases
where these rods are worked by hand as by the ordinary screw gear. It may also be
understood that a cross head and side rods with curved segments such as I have
described as being worked by a piston subjected to fluid pressure could be applied in
the case of hand worked brakes, the cross head being raised and lowered by means
of a screw or other mechanism. In what has preceded I have described the nature of
my improvements as applied to brake apparatus worked by the pressure of a fluid, as
for example compressed air, when such pressure exceeds that of the external atmo-
sphere. The improvements, which I have described are however applicable with
obvious modifications in cases where the power is communicated throughout the train
by the exhaustion of the air. For example, in the couplings which I have described,
when they are applied to pipes in which a partial vacuum is created, the ribs and
grooves by which they engage would necessarily be inverted in position as the
external pressure tends to close the two half couplings firmly together. Also in
arranging the brake cylinder vertically with a cross head and side rods, operating
as I have described on the brake rods by means of curved segments, the action of
the piston in case of exhaustion would be inverted unless provision were made for
drawing air from above the piston instead of forcing air or fluid into the cylinder
below it.

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
31st October 1874.
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."
This Invention relates to apparatus for working brakes and communicating signals.
on railway trains. The apparatus to which my present improvements apply are of
the kind described in the Specifications of. Patents granted to C. D. Abel, as a
communication from me the said George Westinghouse, junior, on the 11th August:
1870, No. 2235; on the 13th May 1873, No. 1735; and on the 25th November
1873, No. 3840; and of Patents grant
the said George Westinghouse,
junior, on the 15th September 1871, N 3b; the 10th October 1871, No. 2684;:
the 24th February 1872, No. 595; the 28th March 1872, No. 933; the 24th April.
1872, No. 1226; the 4th June 1872, No. 1691; and the 4th July 1872, No. 2018.
+
In these Specifications were described various methods of operating and various
forms of apparatus suited to these methods; fluid pressure communicated through-
out the train by pipes coupled together from carriage to carriage being employed
as the operating agent, and its operation being controlled by suitable cocks and
valves which could be worked either by hand or automatically in case of accident
to the train. By the use, as described in several of the said Specifications, of
auxiliary reservoirs on the several brake carriages, constituting stores of force, the
brakes could be put on by discharging fluid 'under pressure from the communicating
pipes, while, without the use of such reservoirs as described in others of the said.
Specifications the brakes could be put on by charging the pipes with the compressed
fluid. One part of my present Invention relates to a modification which renders.
the apparatus capable of working or being worked at will. according to either of
those methods. For this purpose I apply in each brake carriage a four way cock
in the branches leading, from the communicating pipes and the brake cylinders to
the valve boxes communicating with the auxiliary reservoirs. When this cock is
turned into one attitude the communicating: pipes are placed in connection with
the valve boxes and through them with the auxiliary reservoirs, while the. brake.
cylinder is also placed in communication with the said valve boxes, and auxiliary
reservoirs. In this condition of the cock the working of the brakes is effected:
according to the method. first named above, that is to say.:-When the pipes are.
charged the auxiliary reservoirs become charged while the brakes are off, but when:
the pipes, are discharged the compressed fluid stored in the auxiliary reservoirs:
acts in the brake cylinders and causes the brakes to be put on. When the cock.is

page_text: turned into another attitude the communications from the pipes to the valve boxes'
and auxiliary reservoirs are cut off, and the brake cylinders are placed in direct
communication with the pipes, so that the brakes are put on when the pipes are
charged, and taken off by discharging the pipes. In an intermediate attitude, to
which the cocks can be turned, the valve boxes, auxiliary reservoirs, and brake
cylinders can be entirely cut off from the communicating pipes.
Fig. 1, Sheet I., of the accompanying Drawings represents a section; and Fig. 2, a
side view of a triple valve box, such as was described in the previous Specifications
referred to, with the four way cock A. and escape valve B applied thereto in order
to operate the brakes in the manner set forth above. The cock A, as shewn in
Fig. 1, is so set that when the pipes communicating throughout the train
are charged, air passes from them by the branch C to one end of the triple
valve box, where it presses the diaphragm inwards and charges the auxiliary
reservoirs, the pipe D leading to the brake cylinder being at the same time
open to the atmosphere through the passages of the valve box and the outlet
'ports E. On the pressure in the pipes C being reduced the diaphragm in the valve
box is pressed outwards, whereby the pipe D is put in communication with the
auxiliary reservoir and is cut off from the outlet ports E. The cock A being turned
one quarter round puts the pipe D in direct communication with C, the valve box
being then cut off from the system. And again, by turning the cock A about one
eighth of a revolution' all the communications from it can be closed.
'
☑
According to another of my present improvements I connect one end of the
brake cylinder to the communicating pipes, and the other end to the auxiliary
reservoir, applying to the brake piston and its rod suitable packing, and providing
against the waste of fluid by leakage when the brakes are off. The piston of the
brake cylinder is made with an annular V shaped rib upon one face of it, which rib
when the piston is at the extreme of its stroke, the brakes being then off, seats
against a ring of caoutchouc or other yielding packing fixed on the cylinder cover,
and thereby prevents any escape of fluid from the cylinder round the piston rod while
the brakes are inert. It is obvious that the rib may be formed on the cylinder cover
and the packing fixed on the face of the piston. For packing the piston rod a cup
leather may be employed. I prefer however instead of passing the piston rod through
a stuffing box to provide at the end of the main brake cylinder, and with its axis in
the same line, a cylinder of smaller diameter fitted with a piston fixed on the main
piston rod, such piston being packed with a cup leather. To prevent the brakes from.
being put on when it is not required I arrange in a branch from the communicating
pipe to the auxiliary reservoir, or in the brake piston, an escape valve of the kind
described in the Specification to the Patent, No. 3840, of 1873, referred to above,
that is to say, a valve in a case with a seating above and below, the valve being
loaded with an adjustable weight or spring, so that when the pressure on its lower
face is moderately increased it merely rises and permits fluid to pass it and issue
by the opposite opening; but when the pressure on its lower face is suddenly or
considerably increased the valve is so far raised in opposition to the weight or spring
as to close the opposite opening. By the use of such a valve on a slight or gradual
réduction of pressure in the pipes fluid can pass from the auxiliary reservoir to
these pipes, and the pressure on both sides of the brake piston being thus equalised
the brakes remain off, but on the pressure in the pipes being suddenly or considerably
reduced the valve is closed against the upper seat, and the brake piston being sub-
jected to the excess of pressure subsisting in the auxiliary reservoir is moved so as
to put on the brakes.
Fig. 3, Sheet. I., represents a brake cylinder arranged as described above. The
main piston F has an elastic facing f, which being pressed against a V shaped rib
on the cylinder cover prevents leakage. The pipe Û branches from the pipes com-
municating through the train, and the pipe G communicates with the auxiliary
reservoir on the brake carriage. It will be seen that while the pressure in the pipe
C is equal to that in G, or pearly so, the piston F is kept in the position shewn in

page_text: Fig. 3, the brakes then being off. But if the pressure in C be suddenly reduced
then the pressure in the auxiliary reservoir, communicated through G, forces back
the piston, and causes the brakes to be put on. On again charging the pipe C the
piston being forced forward takes off the brakes. A passage leading to an escape
valve B permits the passage of air from the auxiliary reservoir when the pressure
therein slightly exceeds that in the pipe C; but on the pressure in the latter being
suddenly reduced for the purpose of applying the brakes the valve B closes.
By this arrangement the auxiliary reservoirs can be charged directly from the pipe C
past the cup leather of the brake piston, or through a valve or small hole provided
in that piston, the brakes being kept off by the pressure acting on the small piston.
of the rod. But when the pressure in the pipes is suddenly reduced the greater
pressure subsisting in the auxiliary reservoir moves the piston and causes the brakes
to be put on. On again charging the pipes the pressure on both sides of the main
piston becoming equalised the pressure on the small piston will cause the brakes to
be taken off and the main piston to seat its rib against the packing on the cylinder
cover so as to make a tight joint against leakage.
For communicating signals between a guard and the engine driver, or between a
passenger and a guard or driver, I provide a line of small pipe extending along the
train, and either keep it charged with' air at a pressure above that of the atmosphere
or maintain by exhaustion a reduction of the pressure in it. The charging may be
effected by connecting the pipe to the reservoir of compressed air on the locomotive,
or by a special pump, and the reduction of pressure may be effected by a steam jet
or pump. On this pipe I provide at such places as may be desired cocks or valves
which can be opened by a guard or passenger so as to suddenly réduce or increase
the pressure in the pipe, such reduction or increase of pressure being greater than
can at once be made up for by the charging or exhausting apparatus; and I connect
the pipe in the guard's van or on the locomotive to a whistle or to a piston or
bellows connected to a bell, gong, or other sounding appliance, so that when the
considerable reduction or increase of pressure is effected by opening one of the cocks
or valves, the whistle, bell, gong or other appliance is sounded. Should the train
become separated, the pipe being thereby opened at its end, the sudden change of
the pressure in the pipe will cause the audible signal to be given.
"
In several of the Specifications referred to above were described various con-
structions of couplings for uniting the communicating pipes from one carriage of
the train to the next. Part of my present Invention relates to an improved con-
struction of these couplings, which may be employed either for the main pipes
that communicate pressure to work the brakes or for the smaller signalling pipes
described above. The improved coupling consists of two parts, which are exact
counterparts of each other, the one part being connected by a piece of flexible tube
to the pipe on the one carriage, and the other part being in like manner connected
to the pipe on the other carriage, and for effecting such connection each part of the
coupling terminates in a nozzle on which the flexible tube is secured. The passage
from this nozzle is turned at right angles within the half coupling to an opening on
a flat side formed in a line nearly coincident with the axis of the nozzle, and this
opening is fitted with a flanged packing ring of caoutchouc or other elastic material,
the face of the ring projecting a little beyond the flat face of the half coupling. In
connecting the two couplings, their flat faces are put together, each half being in
such, an attitude that the axes of their nozzles are inclined to one another.
halves are then turned on their meeting faces, so as to bring the axes of their
nozzles into a straight line with each other, or nearly so, by which turning a rib
formed on the end of the one half coupling is brought under and engaged with a
grooved projection on the other half coupling. When these ribs are thus engaged
in the grooves of the projections the two half couplings are held together, and the
openings in their meeting faces being coincident there is a passage for fluid from
the one nozzle through these openings to the other nozzle, leakage at the meeting
faces being prevented by the ring packings, which are pressed together the more
The

page_text: tightly the greater the pressure within the coupling, the pressure causing also the
rib of each half coupling to be more firmly engaged in the grooved projection of the
other. The side opening of each half may be fitted with a valve opening inwards
having a stem of such length that when the two half couplings are united both the
valves are kept from their seats by the butting of their stems, but when the halves
are separated the valves are free to seat themselves, and so close the openings
against escape.
Figs. 4, 5, 6, 7, and 8, Sheet L., represent respectively a longitudinal section, a
side view, a plan, a transverse section, and an end view of the pipe couplings
constructed in this manner. It will be seen that the coupling consists of two equal
and similar parts H made with nozzles, on which flexible portions of the communi-
cating pipes at each end of a carriage are secured. A packing ring h pressed
forwards by a spring h¹ projects a little beyond the face of each half coupling, so
that when the halves are united the lips of these rings being pressed together form
a tight joint. These rings h also form seatings for the valves h² which are pressed
forward by springs h³ so as to close the apertures of the couplings when they are
separated, but the tubular stems h* of the valves are of such length that when the
two half couplings are united, the valves are kept off their seats, leaving a free
passage through the coupling. On each half coupling is formed a rounded segmental
lip K which fits into a corresponding hollow of the other half coupling. On
bringing the two halves face to face with the axial lines of their nozzles inclined to
one another, the lips K can be entered into the hollows, whereupon the halves being
turned till the axial lines of their nozzles come into a straight line with one
another (as shewn in Fig. 6), or nearly so, the lips K engaged in the hollows hold
the halves together. k, k, are stop pins to prevent the half couplings from turning
beyond their relatively straight position. The rounding of the lips K and the
projection of the elastic packings h are such, that when a considerable tension is
applied to the communicating pipes (such as might be the case when two carriages
separate) the two half couplings can be forcibly pulled apart without damage to
them or to the pipes to which they are secured.. As the two half couplings are
precisely equal and similar, and as like half couplings are presented at the ends of
all the carriages of a train, the communicating pipes can be readily coupled up
throughout a train, whichever way the carriages may be turned.
In the Specifications above referred to were described means of hanging and
fitting the brake blocks, and arranging their connections to the brake pistons in
such manner as to equalise or proportion the pressure on the different wheels, to
take up slack due to wear or looseness of joints, and to render the advance of the
brake blocks towards the wheels rapid in the first instance and more slow and
gradual as they came to bear on the wheels.. Part of my present Invention
relates to improvements in the arrangement of the brake cylinders and their
connections to the brakes so as to attain the results mentioned above in a more
simple and effectual manner, and to dispense with springs for taking off the
brakes. For this purpose I place the brake cylinder in a vertical position, with
its piston rod projecting upwards, and carrying a crosshead from which two
side rods extend downwards, one on each side of the cylinder. To these side
rods are jointed the brake rods extending towards the brake blocks of the.
wheels in each direction, and on each of the side rods is jointed an eccentric or
cam shaped segment, which is also connected by a rod to the cylinder bottom or to
the framing of the carriage above it. The curved edges of the two segments are
always in contact, and their eccentricity is such, that as the piston rod with its
crosshead and side rods is raised by the action of the fluid pressure, the segments
rolling on each other cause the side rods to separate more and more and so to move
the brake rods jointed to them and put on the brakes. The curvature of the seg-
ments is preferably made such, that during the first part of the movement of the
piston, the separation of the side rods and the consequent movement of the brake
blocks is rapid, while as the piston continues to ascend the separation of the side

page_text: rods and movement of the brakes become more slow and gradual. When the piston
is relieved of pressure, its weight with the weight of the crosshead and side rods
causes it to ascend and take off the brakes. The cylinder thus arranged is pre-
ferably made with a hollow containing oil on its lower cover, so that every time
the piston descends to the bottom its edge dips into the oil, whereby the cylinder is
lubricated on the subsequent ascent of the piston. When this arrangement is applied
to work the brakes of several pairs of wheels, the brake rods, instead of being
jointed directly to the side rods, are jointed to the ends of equal armed levers or
Bway beams pivotted on those side rods, so that each brake rod is subjected to an
equal strain. Or when it is desired that one pair of the brake blocks should be
pressed with greater or less force against their wheels than another pair (as in the
case where one pair of wheels carries a greater or less load than another pair) the
arms of the sway beams are respectively proportioned so as to give to each rod
the desired proportion of strain. The brake rods extending from the side rods or
sway beams are at their farther ends hung by radius bars from the carriage framing.
The beds on which the brake blocks are fitted are likewise hung by separate radius
rods from the carriage frame, the beds being jointed to their hanging rods by pins
at the lower end of the beds. These beds have on their back edges slotted holes
in which engage T heads at the ends of the brake rods, so that when these rods
are moved the brake blocks are moved with them. For removing a brake it is only
necessary to take out the pin by which the bed is jointed to its hanger, and to dis-.
engage the slotted hole of the bed from the T head of the rod which remains
suspended by its own hanger.
'
Figs. 9 and 10, Sheet II., represent respectively a side view and a plan of the
under framing of a carriage with the brake gear arranged in this manner, and Figs.
11 and 12 represent respectively a side view and an end view of this brake gear
to an enlarged scale. L are the vertical brake cylinders, one on each side of the
carriage; are the side rods jointed to the piston rods at their upper ends, and to
the brake rods M. at their lower ends. On each side rod is mounted an eccentric or
cam shaped segment N connected by a rod n to the cylinder bottom, the peripheries
of the segments N touching each other. When the piston in the cylinder L is raised
the side rods are also raised, whereby the segments N are caused to roll on each
other expanding the side rods owing to their eccentricity, and thereby causing the
brake blocks O to be pressed against the wheels. When the pistons in the cylinders
L are relieved of pressure the weight of them and of the side rods, segments, and
brake rods cause them to descend, and thereby to take off the brakes. The cam
faces of the segments N may obviously be so formed as to give a considerable travel
with little force to the brake rods in the first part of their stroke before the brakes
reach the wheels, and then to give them a short travel with increased force while
the blocks are being pressed on the wheels. The brake rods M are hung by radius
bars m from the carriage frame, and the beds O on which the brake blocks are
fitted are hung by separate radius rods o jointed to the lower parts of the beds.
When the above described arrangement of brake gear is employed the com-
municating pipe C, triple valve box P, with its four way cock and the auxiliary
reservoir R, may be conveniently arranged with the necessary branch pipes, as
shewn in Fig. 10, Sheet II.
In the Specification to the Patent No. 3840, of 1873; referred to above, was
described a method of connecting the two pairs of brakes on opposite sides of a pair
of wheels to a brake lever by means of trussed framing, the upper end of the
lever being guided by a roller running in a staple attached to the carriage frame.
According to my present Invention I adopt a similar method of connecting one
pair of brakes applied only at one side of a pair of wheels to a lever guided in a
similar manner. In this case the lever, instead of being connected at one point to
the truss of the one pair of brakes, and at another point to the truss of the other
pair, is at the latter point mounted on a pin which is connected by diagonal rods
forming a truss to the fixed framing of the carriage. This pin serves as a fulcrum

page_text: on which the lever works, its one arm being moved by the brake rod, and its other
arm, to which the brake truss is connected, working the pair of brakes.
Figs. 13 and 14, Sheet II., represent respectively a side view and a plan of the
under framing of a six wheeled carriage, shewing the general arrangement of the
communicating pipe C, auxiliary reservoir R, triple valve box P with its four way
cock, and brake cylinder B, with its levers acting as described in the previous
Specifications referred to above, the connections from these levers to the three sets
of brakes being arranged so as to equalise the braking strain on the six wheels.
The one brake rod b' acts through the lever Q and rods q', q², on the trusses &³, 8², of
the brakes for two pairs of the wheels. The other brake rod 62 acts on one end of
a lever Q1, the opposite end of which is connected to the truss 83 of the brakes for
the third pair of wheels, the fulcrum of the lever Q¹ being supported by diagonal
rods forming a truss S secured to the carriage frame. Figs. 15 and 16 shew respec-
tively an enlarged plan and end view of the brake cylinder B and its levers.
It may be readily understood that the mode above described of hanging the
brakes and brake levers and connecting them to the brake rods is applicable in
cases where these rods are worked by hand or by the ordinary screw gear. It
may also be understood that a crosshead and side rods with curved segments,
such as I have described as being worked by a piston subjected to fluid pressure
could be applied in the case of band worked brakes, the crosshead being raised and
lowered by means of a screw or other mechanism. In what has preceded I have
described the nature of my improvements as applied to brake apparatus worked
by the pressure of a fluid, as for example, compressed air, when such pressure
exceeds that of the external atmosphere. The improvements which I have described
are however applicable with various obvious modifications in cases where the
power is communicated throughout the train by the exhaustion of the air. For
example, in the couplings which I have described, when they are applied to pipes
in which a partial vacuum is created, the ribs and grooves by which they engage
would necessarily be inverted in position as the external pressure tends to close the
two half couplings firmly together. Also in arranging the brake cylinder vertically
with a crosshead and side rods operating as I have described on the brake rods by
means of curved segments, the action of the piston in case of exhaustion would be
inverted unless provision were made for drawing air from above the piston instead
of forcing the air or fluid into the cylinder below it.
Having thus described the nature of my Invention and in what manner the same
is to be performed, I claim the following improvements in apparatus for working
brakes and communicating signals on railway trains, that is to say :-
First. The use, in combination with the pipes for communicating the fluid pressure
and-with-the-triple valve box and escape valve, of a four way cock, whereby the
fluid pressure-can be made to work the brakes either directly from-the-communi-
eating pipes-or-from the auxiliary reservoirs, or whereby the whole brake apparatus
of a carriage-or carriages can be out off from communication, substantially as herein
described.
First. Second, The method of constructing and working a brake cylinder,
substantially as herein described in reference to Fig. 3 on Sheet I. of the
accompanying Drawings.
Second. Third. The use, for coupling on a train the pipes communicating fluid
pressure for operating brakes or signals, of couplings constructed substantially as
herein described in reference to Figs. 4, 5, 6, 7, and 8 on Sheet I. of the
accompanying Drawings.
Fourth. The use of brake gear consisting of two eam shaped or cocentrie
segments-connected to a vertical brake cylinder and pivotted on side rods which
are jointed to the rod of the brake piston and to the brake rods, the said gear
constructed and operating substantially as herein--described in--reference--to
Fige.-9-10-113-and-12-on-Sheet II. of the accompanying Drawings.

page_text: Fifth The use for working the brakes of a pair of wheels of a lever, one arm of
which is moved by the brake rod, and the other arm is jointed to a truss connecting
the two brakes, the fulorum of the lever being supported by a truss from the
Barriage frame, substantially as herein described in reference to Fige. 13 and 14,
on Sheet II. of the accompanying Drawings.
In witness whereof, I, the said George Westinghouse, junior, have hereunto
set my hand and seal, this Sixteenth day of October, in the year of our
Lord One thousand eight hundred and seventy four.
GEO. WESTINGHOUSE, J³. (L.S.)