Improvements in Automatic Train Brakes.
Year: 1893

page_text: Date of Application, 10th Jan., 1893-Accepted, 10th Jan., 1894
COMPLETE SPECIFICATION.
Improvements in Automatic Train Brakes.
I, FREDERICK WILLIAMS of Norwich in the County of Chenango and State
of New York, United States of America, Gentleman do hereby declare the nature
of this invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
The invention I am about to describe is an evolution of the broad principle
enunciated by me in my previous English Patent No. 7844 dated April 26, 1892,
in which I laid down the novel proposition that a momentum brake machine could
be operated automatically by reason of the synchronous or practically simultaneous
inthrust movements of the drawheads upon any car of a train and rendered
inoperative by their dissimultaneous or differential movements, which operations I
held and now hold to be sufficiently exact and comprehensive in their ramifications
to comply automatically and without the intervention of train hands to all conditions
of railway train or yard service, so that, whenever brakes are wanted, the braking
machine will responsively co-operate with the application of brakes at the head of
train at all times, will remain inoperative when brakes. are not wanted, and will be
automatically disabled when cars or trains are backed, and will furthermore
satisfactorily comply with all other contingencies and conditions of train or car
service.
In the Patent just referred to, I have shown, described and claimed certain
mechanical devices for carrying my invention into effect so as to produce these
results, and my present invention, which I will now describe, is differentiated from
its predecessor in so far as the actual construction of the apparatus is concerned,
but, so far as regards the principle which underlies them both, they are in every
respect similar, and it is to be understood that the present device is a later outcome
of the same general idea.
The inventor has noted and has duly set it forth in the above named Patent that,
when cars are moving forward in a train and a braking stress is applied to the
forward end of the train, a simultaneous or nearly simultaneous compression of
drawheads throughout the train takes place. He has also noted that, when a train
is at rest and a motor or another car is pushed against such a train, the first draw-
head of the first car of the train will be compressed to a certain extent before the
said car is moved; such movement of the car taking place before the further draw-
head on the same car is compressed, and so on throughout the train at rest; which
fact the inventor utilises to disable brakes.
Under these two propositions are classed all the different conditions of train and
car service in their relation to momentum brakes, and it will be found by investi-
gation that, no matter what contingency is to be met with in practical operation,
these two general propositions can be effectually utilised to operate or disable
brakes accordingly as they are wanted or not wanted.
In my former Patent, the drawhead pressures were communicated to the brake
machine through the medium of buffer springs, and in the present case the draw-
springs are utilised as buffer springs and the retractile movements of the
compressed drawsprings are employed to compress fluids and apply brakes as will
be described.
In my former Patent, I employed a series of levers for communicating the
braking stress on the inwardly moving drawheads to the brake shoes. In the
present case, I eliminate such levers and substitute in lieu thereof a pipe connection
containing a fluid, which fluid serves as a means for transmitting the energy

page_text: from the drawbeads to the brake shoes and takes the place of the levers
aforesaid.
In my former application, I employed a tripping or disabling device for
governing the operation of the brakes, and I have substituted in the present case
a valve, communicating with both ends of the car. By reason of its peculiar
construction, it is made to govern the application. or non-application of. brakes
through the medium of the fluid pressures aforesaid.
It will be seen by reference to my present construction that, although I have not
departed from the broad principle of my invention, I have materially altered and
simplified its construction and have produced a much more satisfactory and com-
mercially available contrivance.
For convenience of reference and for the purpose of distinguishing my present
invention from the one heretofore described and claimed, I will refer to my present
device as an independent or impact hydraulic train brake, the reason for this being
that it is (and in this respect it resembles my former device) independent in its
operation that is to say, any car equipped with this brake will operate in response
to simultaneous drawgear impacts, no matter what its position in the train is, and
independently of the fact whether the other cars of the train are equipped with
such a brake or not, which attribute differentiates it from such other so-called
automatic, hydraulic or fluid brakes as require a through pipe connection from car
to car and with the locomotive in order to render them effective and available.
This serious drawback does not obtain in my invention as I have already stated
and as I will proceed to show.
I employ the term "hydraulic" for the reason that I use a fluid and necessarily
a liquid as will be explained and for convenience I prefer the word "hydraulic.'
The term "train brakes" is applied for the reason that it is essentially and in fact
altogether a train brake and is not adapted to be used in connection with a single
car; in fact, any car immediately upon its segregation from a train of cars has its
automatic brake machine rendered ipso facto unavailable and inoperative.
The independent hydraulic train brake (my present invention) consists essentially
of a hydraulic jack filled preferably with some non-congealable fluid, such as
mineral oil or glycerine, which jack has two pumps operated by the respective
drawheads of the car. The "ram" is, in the present instance, dissociated from the
pumps, and placed in a convenient position for actuating brakes; and is arranged
so as to be a pulling instead of a pushing motor, and is common to both sets of
brake rigging.
The pump appliances of the said "jack" are placed one behind each of a car's
drawgears, the pump plunger being the continuation and part of the after-follower
of the drawgear apparatus. To the rear of each plunger, I provide a cylinder, and
between said cylinder and plunger is formed a chamber which is filled with the
fluid aforesaid, each cylinder being connected through a governing valve by micans
of certain pipes to a second chamber or cylinder, which I will term the working or
brake cylinder, in contradistinction to the buffer cylinder just described.
This working cylinder constitutes the ram aforesaid, and is provided with a piston
connected to the brake chain, which, when pushed inwardly by means of the fluid
flowing from the buffer cylinders to the said working cylinder will, under certain
predetermined conditions, draw upon the brake chain, and, through the medium of
the brake levers and shoes, apply a braking stress corresponding to the amount of
compression upon the drawhead.
But, as is well known, it often occurs that inthrust movements of the drawgears
occur when the brakes are not wanted, and, therefore, it is necessary to provide
means for effecting the application of brakes only when needed. To this end, I
provide, preferably centrally located as regards the car body; the aforesaid
governing valve connected by pipes to the buffer cylinders as well as to the
working cylinder, the construction of the valve being such that, when the inthrust
or impact movements of the two oppositely moving drawgears on the same car are
practically simultaneous, bodies of liquid from the two buffer cylinders will flow in

page_text: the opposite direction and towards each other at the same time, thereby closing the
valve and thus causing the said fluid pressure to be delivered into the working
cylinder and by this means applying the brakes, as will be described.
t
The two "pumps" therefore, though otherwise entirely separate and independent
of each other, are both adapted to operate the same." ram," and have connections
to either side of this valve which I may also term a "balanced" "trip" or
disabling" valve, the shifting of which, under differences of pressure from either
side serves to let off the brakes; and it is these actions of the valve which insure
the automatic application or non-application of the brakes in accordance with the
needs of the car or train.
The balanced valve herein referred to takes the place of the tripping or disabling
mechanism shown, described and claimed in my former application above described.
In the present application, when speaking of the tripping or disabling device or
mechanism, I refer to this balanced valve which performs the office of the trip
through the variable pressures of the opposed bodies of fluids.
In connection with the aforesaid valve is another liquid holding vessel or
chamber, which I term the reservoir. A pipe extends from and opens out of the
valve and enters the said reservoir, affording, under certain conditions, an outlet for
the flow of the liquid through the valve chamber. When the valve is open, the
liquid following the course of the least resistance will flow, under pressure, into the
reservoir, as the latter is provided with an aperture and has a free communication
with the outside air. When the valve is closed, passage into the reservoir is cut
off, and the liquid will be driven into the working cylinder.
I will now proceed to describe the accompanying drawings which form a part of
this Specification and which serve to illustrate my invention reduced to a practical.
and available form.
In these drawings
Figure I represents a longitudinal section of the lower portion of a car body.
To this are attached the brake rigging, drawbar apparatus, and my improved brake
machine :
Figure II represents a plan view of the same parts, the car body being.
removed:
Figures II and II³ are detail views:
Figure III is a plan view, enlarged, of the drawgear apparatus together with a
sectional view of the after-follower and the buffer cylinder employed by me in
carrying my invention into effect. In this view, the parts are shown in their normal
position, that is to say, their position when the car is at rest:
Figure IV is a similar view of the same parts but in a different position. In
this view, the drawspring is compressed and the parts are in the position they will
assume when the car is moving forward and a pulling strain is applied to the
drawbar. It is also the position of braking at the moment of the initial retarding
pressure:
Figure V represents the drawgear apparatus and the buffer cylinder when an
inward pressure has been applied to the drawhead of a stationary or backwardly
moving car. This is the position the parts will assume when backing, pushing or
kicking. It is also the position assumed when a continuous and excessive braking
stress is applied :
Figure VI represents a horizontal longitudinal section of what I term my centrally
located balanced valve in its normal position:
Figure VII represents a horizontal longitudinal section of the balanced valve in
the position it will assume when the brakes are on:
Figure VIII is a similar view of the balanced valve in the position it will assume
when the braking apparatus is disabled:
Figure IX is a plan view of the working cylinder, the balanced valve and the
buffer cylinder and their pipe connections, together with the piston of the working
cylinder and brake chain pulleys. The parts are here shown in a position of
resc

page_text: Figure A is a cross section of the balanced
The exit pipes are shown in elevation:
Figure XI is a similar view on the line Y-Y, Figure VIII :
Figure XII shows a side elevation of the working cylinder, the piston rod, the
brake chain pulleys and the supporting frame therefor. An end view is only shown
of the valve. In this figure, the parts are in their normal position and brakes are
not applied:
Figure XIII is a plan view of the same parts in the position of brakes on. The
piston rod is shown as pulled in and the brake chain drawu taut :
Figure XIV is a horizontal section of the working cylinder to a larger scale :
Figure XV is an end view of the working cylinder.
In these drawings:
1, 2, represent two drawheads upon either end of the car A. I prefer to employ
couplings of the M.C.B. standard and have so shewn them. I will speak of the rear
extensions 3, 4, of the drawheads as the drawbolts, and of the drawhead and draw-
bolt combined as the drawbar; and of the drawheads, drawbolts, springs, etcetera,
as the drawbar gear or apparatus or drawgear apparatus. The drawbolts are
fixedly secured to the drawheads and are provided with springs 5, 6, which serve the
purpose of draw-springs when the draw heads are being pulled as buffer-springs
when they are being pushed upon and as brake applying springs during simultaneous
retractile movements. The drawbolts are provided with nuts 7 by means of which
they are secured to the after-followers 8, openings 9 being provided for obtaining
access thereto. By means of this arrangement, the drawbolts can be adjusted
relatively to the after-follower, or it can be removed therefrom, as may be desired.
The drawsprings lie between the after-follower 8 and the forward-follower plate 10,
The after-
the latter abutting against the car timber 11 in its outward movement.
follower 8 is provided with a chamber 12 into which the drawbolt 3 extends: The
drawbolt has a certain amount of longitudinal play in this chamber, limited by the
compressibility of the drawsprings in the one direction, and the lock nut 7 in the other.
The after-follower 8 is further provided with a hollow portion or chamber 13 at its
further or inner end in which is seated a spring 14, whose function will be herein-
after more particularly referred to. The after-follower 8 at its inner end fits into
what I will term a buffer cylinder 15 supported in any suitable manner on the car
timber 16. This buffer cylinder contains the liquid herein before referred to for
conveying drawgear inthrusts to the brakes, and it is the beginning of the fluid
system which forms the basis of my present improvement.
Packings 17 are provided between the after-follower and the buffer cylinder, and
these, together with the great length of surface between their contiguous faces,
serve to prevent leakages of the fluid. The long neck or bearing, which is a part
of the gland, serves the further purpose of shielding and protecting so much of the
plunger as ever passes through or in contact with the packings 17 from abrasion, or
from any dust or sand that may be in motion under the car. The drawgear
apparatus which I have described is the ordinary drawgear in common use, that is
to say, the drawhead 1 having the draw bolt 3 with the double buffer and draw-
springs 5, 6, the forward-follower 10 operating in conjunction with the immovable
car timber 11 and serving, as shown in Figure 1V, the purpose of the usual draw-
gear apparatus; that is, when cars are coupled together and are being drawn
forward, the drawbar will be extended, the draw-springs compressed and the pulling
strain will be transmitted to the car frame through the said draw-springs 5, 6.
This much of my present construction is old and well known and I utilise it in
carrying my invention into practical effect. The drawbar, in assuming the position
above described, will pull upon, through the medium of the lock nut 7, the after-
follower 8, drawing it out to a greater or less extent according to the severity of
the pulling strain and the resisting strength of the draw-springs. By referring to
Figure IV of the drawings, the parts will be seen in the condition just described.
It is obvious that, as the after-follower retreats outwardly, it will cause the fluid
contained within the buffer cylinder 15 to follow it, and, in order to fill the enlarged

page_text: chamber thus created between the wall 18 of the after-follower and the back 19 of
the buffer cylinder, the fluid contained within the brake machine hereinafter
described will flow into said chamber through an opening 20, completely filling it
as fast as it becomes enlarged. I have heretofore stated that I convey the braking
stress from the drawhead to the brakes through the medium of a fluid or liquid,
and it is necessary, in carrying my invention into effect, to keep the fluid or liquid
in immediate juxtaposition to the after-follower at all times, so that the fluid or
liquid will immediately receive and respond to drawgear inchrusts. The liquid,
therefore, follows the follower in its outward movements, presses against it, and
constantly fills the entire chamber between the walls 18 and 19, so that, in trans-
mitting liquid pressures from the drawgear to the brakes, as will be hereinafter
described, there will be no lost motion in the buffer cylinder itself; the pressures
received, therefore, by the liquid in said cylinder will be immediately and fully
transmitted. Hereinafter, in speaking of the cylinder 15 and the pocket or hollow
portion 13 at the inner end of the after-follower, I will refer to the entire chamber
thus formed as the buffer cylinder, thus including the pocket 13 in the term buffer-
cylinder 15.
In describing my invention in respect to the above features, I 'disclose what I
consider a novel point in momentum brakes, and that is the automatic following up
of the outwardly moving drawgear by the pressure transmitting medium, so that,
as before stated, responses to drawgear inthrusts will be immediate, no matter in
what position the drawgear is.
I will now proceed to describe the brake rigging or foundation brakes, and I may
state that it is my intention to utilise the ordinary constructions now employed on
railway cars, merely adapting the details of my invention to the various details in
use in different railway systems. The principle, however, which underlies most
railway brake apparatus, as far as the foundation brakes. are concerned, being
substantially the same in all instances, I will describe a construction which can be
easily explained in connection with the present brake machine.
Figure I shows a side elevation of two railway trucks 21, 21, having a car body A
mounted thereon; the connections will be seen in this figure as well as in Figure II,
which represents a plan view of the running gear and frame of an ordinary freight
car. The ordinary hand-winch 22 is employed, which connects by means of
chain 23 with brake lever 24. The brake lever 24 is hung at 25 in brake beam 26
and extends through the hanger 26" of said brake beam and is provided with a
laterally arranged transmitting bar 27, which extends to the lower end of the
corresponding brake lever 28 also hung in the brake beam; the latter being
connected to my improved brake machine at its upper end by means of the chain 29.
Longitudinal guides 30 and 31 are provided, which serve to confine the brake
levers to the proper plane of motion, a stop 32 being utilised to lock the brake
lever 24, thereby affording a fulcrum under certain conditions as hereinafter
described.
It will be seen from the above that the ordinary hand brake apparatus can be
effectively used and that the brake machine which I am about to describe will not
interfere with its operation in any way. In the construction herein described, the
brakes upon one truck will be fulcrummed against, and balanced by, the brakes
upon the other truck of the same car, so that, when the hand brake is applied at
the end of the car, it will apply brakes upon both trucks with self-equalising
pressure.
This is accomplished in the following manner :-
The brake chain 29 extends from the upper end of the brake lever 28 loosely
through and around pulleys 33, 34 and 35 to the brake lever 36 upon the truck 21ª
at the other end of the same car. As the truck and brake rigging upon this end
of the car is in every way similar to the brake rigging on the other end of the car
just described, I will not explain it as to detail, it being understood that both are
exactly alike in construction and operation. The middle pulley 34, around which
the chain 29 extends, is shown in Figures II, IX, XII and XIII, and is mounted

page_text: will
upon the end of a pull rod or piston rod 37. This rod extends into the end of
what I term the "working" cylinder or "brake" cylinder 38, and it is on the
operation of this pull rod or piston rod by being drawn into the working cylinder,
and thus pulling upon the brake chain 29, that brakes are caused to apply, for it
can be easily seen that a sufficient pressure upon the piston 39, shown in cross
section in Figure XV, the pressure applying in the direction of the arrow,
cause the piston rod to travel inwardly, and, as it travels inwardly, the chain 29,
connected to the brake rigging, will be drawn taut, and, through the operation of
the brake levers, brake beams and shoes, will apply brakes as if applied by the
hand winch 22. The brake chain 29 has a sliding or what I may term a dis-
connected connection with the pulleys 33, 34 and 35, so that, although it will
respond to pulls upon the piston rod 37, the pulleys will not interfere with the free
movement of the chain in either direction when the haud brake is being applied
upon the front or rear end of the car. That is to say, when the hand winch 22 is
operated to apply brakes, the upper end of the brake lever 29ª is drawn outwardly,
thus applying brakes to the first pair of wheels. The longitudinal pressure will
be communicated through the transmitting bar 27* to the brake lever 24*. The latter
will then pull upon the chain 29 and brake lever 28; and from thence will press
through the bar 27 upon the brake lever 24. Now it is important that the lever 24
should be provided with a fixed fulcrum in order to have the braking apparatus
respond promptly, and to this end the stop 32 is furnished so that, as the upper end
of the lever 24 tends to swing inwardly, it will be prevented from doing so-by
reason of said stop, thus compelling brakes to go on through the entire series of
foundation brakes. If the braking stress is applied at the hand winch 22, the
stop 32 upon the further truck will perform a similar office. So, also, when the
brakes are applied through the working cylinder, the chain 29 will be drawn
inwardly towards the centre from both directions and with a self-equalising force.
The stops 32 and 32" will both afford fulcrums to the braking apparatus when this
action takes place. It will be seen from the above that either the hand apparatus
or the automatic apparatus can be applied independently, or they can both be used
together without interference with each other.
It is one of the principal objects of my invention to cause the piston and piston
rod, with the pulley 34 which it carries, to be drawn inwardly only when it is
desired that brakes should be applied, and, as the operation which I have described
depends upon the flow of the fluid or liquid through the pipe 40, the regulation of
said fluid movements is of primary importance.
To provide for, and to regulate and determine, the flow of the liquid into the
working or braking cylinder 38, I provide connections between said working or
braking cylinder and the plunger or buffer cylinders 15 situated at both ends of the
car, such connections consisting of the following parts, to wit:-
The pipe 40 extends between and connects the working or braking cylinder 38
with a centrally located valve chamber 41, and the pipes 42 and 43 extend from the
said valve chamber to the buffer or plunger cylinder 15.
When fluid pressures flow inwardly towards the centre of the car through the
pipes 42 and 43 and valve 41, they will be directed, under certain conditions and
positions, in either one of two different directions after they reach the said valve
chamber 41. If the inwardly flowing pressures are simultaneous or practically
simultaneous, I desire the fluid pressures to flow through the pipe 40 and into the
working cylinder 38, thereby causing the piston and piston rod to be drawn upon,
and, through such operation and the connections hereinbefore described, apply the
brakes upon both trucks. If, however, such inwardly flowing pressures are
dissimultaneous, I desire that brakes should not go on and, therefore, provide means
for conveying such pressures, not into the working cylinder, but into another
chamber which forms what may be termed an overflow or storage reservoir, and
into which said pressures can ebb and flow and from which the entire machine can
be fed with the proper liquid from time to time as it needs renewing or refilling.
The device for providing for the overflow is shown in Figures I and II. A pipe 44

page_text: extends outwardly from the valve chamber 41 and preferably centrally therefrom
and connects at one end of the car with a vertical pipe or standing tube 45, which,
together with the pipe 44, will serve as the reservoir aforesaid. The upper end of
the standing tube may be seen in detail in Figures II and IIB. Figure IIA repre-
sents a partial sectional view to a larger scale, and Figure IIB a top view. I provide
a cap 46 perforated as shown, which may be screwed on the top of such reservoir
pipe. This cap is shown in Figure IIB. It will be seen that the pipe is open to
atmospheric pressure, and that, as the liquid ebbs and flows in the pipe 44 and
standing tube 45, it will not be interfered with, but can freely move back and
forth. It will also be seen that the reservoir pipe and standing tube are placed on
a somewhat higher level than the valve and the tubes or pipes which connect such
valve to the buffer cylinder and the working cylinder, so that the fluid will flow by
gravity from the reservoir into the other portions of the brake machine.
also be seen that the supply of liquid can be easily renewed by filling from the
standing tube 45 either with or without removing the perforated cap 46.
It will
As
I will now proceed to describe the construction and method of operation of the
valve 41. In the first place, whenever I speak of the valve 41, I wish to be
understood as including the valve chamber proper together with its contained parts
which operate to produce the effect which I am about to describe. When,
however, I speak of the valve chamber 41, I desire simply to be understood as
referring to the chamber or casing itself. The valve chamber 41 is shown in
longitudinal section in Figures VI, VII and VIII. A cross section of Figure VI
on the line - is shown in Figure X, and a similar section of Figure VIII is
shown in Figure XI, the only difference being that the interior working parts of
the valve have assumed a different position owing to the different conditions, but,
as far as the valve chamber is concerned, the line of cross section is the same.
before stated, the pipes 42 and 43 extend from the buffer or plunger cylinders 15 to
the valve chamber 41 opening preferably into both ends of said valve chamber and
connecting preferably by means of screw joints therewith; they connect also in a
similar manner with the plunger cylinders at the openings 20. The pipe, which
leads from the valve chamber into the working or braking cylinder, is shown at 40,
and the pipe which leads from this chamber to the reservoir is shown at 44. As is
shown in Figure XII, the pipe 40 slants downwardly towards the working
cylinder 38 which will, of course, place the valve chamber upon a higher elevation
than the working cylinder. The pipes 40 and 44 are arranged preferably opposite
to each other, and are both centrally located in relation to the length of said
chamber and at right angles to it; the openings therefrom into the pipes are
therefore directly opposed, and, in the present instance, I have made them of the
same diameter and superficial area. The port or opening into the pipe 40 is shown
at 46, and the opening into the pipe 44 is shown at 47, and the pipes are attached
to the valve chamber by screwing, so as to produce effective sealing joints.
In the practical operation of my brake machine, it is necessary to keep the
valve chamber 41, the connecting pipes 42 and 43, and the plunger or buffer
cylinder 15 constantly filled with the liquid which constitutes the power conveying
medium, and, consequently, when the liquid pressures are received into the valve
chamber 41 through the pipes 42 and 43 from the said buffer cylinders, it is
necessary for the liquid to find an outlet, and, as before stated, the pipes 40 and 44
are provided for this purpose. When I desire brakes to go on, I direct the flow of
the fluid from the valve chamber through the pipe 40, and I accomplish this by
means of certain moving parts within said chamber. When, however, I desire
brakes not to go on, the fluid pressure is directed into the pipe 44, and this action
is caused by the same moving parts within the valve chamber. The difference of
direction in the outflow of the fluid from the chamber is caused by the different
positions assumed by the moving parts of the valve, and these in turn are entirely
controlled by the natures of the inflows into the chamber.
As hereinbefore stated, the main object of my invention is to utilise to the best
advantage the discovery which I have heretofore made respecting the differential

page_text: actions of drawheads or drawgears upon the same car under different conditions of
train service, and the present invention is simply another practical embodiment of a
machine adapted to carry this idea into effect. To transmit the differential actions
of the drawgears to the brake machines in the most adequate manner, I employ the
liquid medium as aforesaid, and, in conveying drawgear pressures to the brake
rigging, I have, in accordance with the proposition previously laid down, found it
necessary to sift or sort the different kinds of pressures in order to utilise such
different pressures for their proper and intended purposes. It is necessary, in
carrying my invention and idea into practical effect, so as to produce a construction
which will be commercially valuable, to take into consideration the necessity
for utilising the combined inthrusts from both drawgears, but it is not only
necessary to add or combine these opposed pressures ultimately, but to produce the
proper effect it must be done with a certain degree of simultaneousness. The two
pressures therefore from the opposed drawgears must not only be added to each
other to apply brakes, but they must be added instantly, in order to act. I therefore
lay the greatest stress upon the question of time, and it is, as will hereinafter appear,
the most important factor in carrying my invention into effect.
With this fundamental principle in view, I will proceed further to describe the
workings and construction of the valve. Within the valve chamber 41, I provide
two moving or sliding parts 48 and 49. These parts are shown in their normal
position; that is to say, the position at rest, in Figure VI. They are both exactly
alike in every respect and I speak of them as the twin slides. They are held in
position by the centrally located spring 50 and the end or seating springs 51 and 52.
The slides 48 and 49 are at their outer ends tubular in shape and are of a size to
fit snugly the interior of the valve chamber 41. The tubular or central
longitudinal ports 53, 54, extend from the outer ends towards the centre and
terminate in the walls 55, 56. Ports 57 and 58 are provided, said ports opening
out from the tubular slides, and which are adapted under certain conditions to
register with the port 47 of the pipe 44. In Figure VIII, the port 58 is shown as
opposite to, and as registering with, the port 47, and it will be seen that, when the
parts are in this position, the fluid entering pipe 43 and flowing into the valve
chamber will be enabled to pass through the tubular slide 49 and ports 58 and 47
into the pipe 44 and so into the reservoir system. Under these conditions and
positionings of the moving parts, the pressure transmitting liquid will be prevented
from penetrating the working or braking cylinder 38 through the pipe 40, and
brakes will, as a consequence, not be applied, the twin tubular slides serving the
purpose of a trip or disabling device for the pending movement. This point will
be explained further on.
The twin tubular slides are also provided with ports 59, 60, which open into
longitudinal passage-ways 61, 62, which extend along for some distance and as far
as the inner ends of the tubular slides. These passage-ways can be seen in the
cross section view in Figure X. The ports 59 and 60 and the longitudinal passage-
ways 61 and 62 afford means of access to the port 46 of the pipe 40, and it is by
these means that liquid pressures are conveyed to the working or braking
cylinder 38; it will be observed that these passage-ways are free and clear when
the twin tubular slides are close together as shown in Figure VII, whereas the
ports opening into the reservoir pipe 44 are entirely closed and shut off; when the
ports are in this position, the brakes are on. But in any event there is always a
continuous way between the two buffer cylinders and the two sides of the valve by
means of the passage-ways 61, 62, and the ports 59, 60. Normally, as will be seen
by referring to Figure VI, the twin tubular slides are kept somewhat apart. This
position is maintained by two separate and distinct causes. In the first place, the
centrally located spring 50, which is incased in the pockets 63 and 64, extends
outwardly as far as the walls 55 and 56 of the tubular slides, and exerts an
outward pressure against the said slides when there is a tendency to press them
together. This outward pressure is, of course, infinitely small as compared with
the enormous liquid pressures which are brought upon these slides when hydraulics

page_text: are applied; but, when these great pressures are removed, then the spring will
operate to separate the slides in the manner indicated.
The second cause for keeping the slides normally apart is the atmospheric
pressure which will operate in the following manner :-
When brakes are on and the tubular slides are in close juxtaposition, as shown
in Figure VII, the liquid is pressing against the onter end of the tubular slides and
against the walls 55 and 56. This action will cause the slides to be pressed
together with great force. The fluid is also pressing into and through the pipe 40
and up against the under surface of the tubular slides above the passage-ways 61
and 62.
When the drawgears retreat outwardly, the fluids will flow back towards
the ends of the car, and, the pressure against the tubular slides being removed, they
will be ready to assume their normal positions. By referring to the drawings of
the valve, it will be observed that, on the top of the tubular slides, I cut away
certain portions, shown at 65, 66, which cut away portions open into the port 47 of
the reservoir pipe 44. As before stated, the reservoir system is open to atmospheric
pressure, and, as the liquid falls or flows away from the tubular slides towards the
ends of the car, the said atmospheric pressure will exert itself and force the liquid
into the chamber 65, 66, thus compelling the tubular slides to separate, and, by this
means, permit the immediate escape of the liquid from the working or braking
cylinder 38 and allow it to pass through the now separated tubular slides into the
pipe 44 and thus into the reservoir system.
As I have before stated, when liquid pressures are forced into the working or
braking cylinder 38 by reason of the simultaneous inthrusts of the drawgears, and
the closure of the valve is effected by reason of the tubular slides being forced
together, the resultant action will be a pull upon the piston 39 and piston rod 37,
and upon the brakes through the intermediate brake chain 29 and rigging herein-
before described. Now, so long as the slides remain closed and the working
cylinder full and under pressure, the brake chain 29 will remain taut, which will be.
the position of "brakes on." As soon, however, as there is any relaxation on the
inward pressure from the drawheads, the tubular slides, as before stated, will
immediately respond to the outward flow of the fluid, and permit the liquid to
escape through the aperture 67 between the tubular slides, as shown in Figure VI,
to the relief system. As soon as this takes place, the pressures being removed from
the braking or working cylinder, the piston and piston rod will be permitted to fall
back and brakes will drop off. In transmitting drawgear pressures through the
medium of the draw-springs as I have shown them, it will be noticed that the first
result of the decrease in speed at the head of the train, as by the application of
engine brakes, will be the release from pressure of the drawsprings and sequentially
their expansion. As the fluid has followed the drawgear in its outward movement,
the drawsprings in expanding will drive the fluid in so that brakes will be first
applied by the expansion of the drawsprings. This I regard as tributary to the
main idea, namely, the drawgear pressures, as I regard the drawsprings as simply a
resilient member of the drawgear; hence, when I speak specifically of the brakes
being applied through the resilience of the drawsprings, the statement is included
in the generic assumption that brakes are applied by the drawgear movement, and
the general statement of draw gear pressures or drawgear inthrusts includes the
resilient action of the drawsprings when relieved of pressure or the inthrust of the
drawbar as well as the drawsprings. In either case, the moving part is in, and
forins a part of, the drawgear apparatus. Of course, in heavy or continuous braking
stresses, where sandwiched cars are bunched by the forcible retardation of the train,
drawbars and springs will both be forced inwardly and will assume the position
shown in Figure V. and, in such cases, the springs will simply be an element in the
conveyance of the pressures and will not form the source of supply of the said
pressures.
In so far, then, as the initial application of brakes by the retractile action of the
compressed drawsprings is concerned, iny invention is differentiated from what are
known in the art as momentum brakes. In fact, in this respect, it is not a momentum

page_text: brake, as brakes are not initially applied by reason of the momentum of the train.
When, also, a train is being retarded by an application of a braking stress at its
head, and it gradually comes to a state of rest, the pressure upon the brakes will
gradually cease by reason of the spring draw gear arrangement, which will force
the drawbars outwards into their normal positions and spread the cars apart so that
the inward pressures upon the power transmitting liquid will be removed. By
experiment, have ascertained that, when trains are brought to rest upon an
approximately level road, the spreading of the cars apart by the natural expansion of
the buffer springs will permit the brakes to drop away from the wheels the moment
the train comes to a standstill.
I have now described a brake machine and connections to the foundation brakes
which are adapted, according to the theory I have advanced, to comply
automatically with all conditions of railway train service. Before proceeding to a
minute description of its operation, there are certain details of construction in the
present apparatus which I wish to dwell upon further, after which I will set forth
what I consider the strictly novel points in the claims.
Referring to the drawgear apparatus shown in Figures III, IV and V, I wish it
to be understood that this is simply a preferable form or arrangement, and that my
invention is adapted to be utilised to a greater or less degree of efficiency with all
drawgear arrangements in general use. It is manifest, however, that some con-
structions are more easily adapted to carry my invention into effect than others, and
I may remark that the M.C.B. standard such as I have shown and described is best
adapted to carry my invention into practical effect. In other words, the lost
motion between the couplers in M.C.B. standard is very slight, and, consequently,
the feature of shock which would obtain to some extent in the ordinary link and pin
coupling would be substantially eliminated by the employment of standard
couplings, so that, when the braking stresses are applied to the head of trains, the
communication of the backward pressure will be practically instantaneous.
rapidity of its transmission depends upon the speed of the moving train; in other
words, the faster a train is moving, the more quickly brakes will be applied. In
this respect, of course, it will operate in a manner similar to the well known principle
of momentum brakes. Also, in speaking of the "foundation brakes
or "brake
rigging," I do not wish to be understood as limiting myself to any particular
arrangement in this respect.
"
The
I have shown and described an ordinary system of brake rigging suspended from
both trucks of the car and connected to the ordinary hand brake in such a manner
that the hand brakes can be operated independently, and, at the same time, enable
my improved machine to be applied without any shifting or change in the hand
brake apparatus. Also, when speaking of the foundation brakes or of the brake
rigging in the Specification and the claims, I desire to be understood as referring
to the brake beams, the hangers for supporting them, the brake levers suspended in
the hangers of the brake beams, the brakes shown attached to the brake beams, the
longitudinal guides in which the brake levers work, the fulcrums 32 and 32° against
which the brake levers abut, the lateral transmitting rods 27 and 27 and the
connecting brake chain 29. If, however, I specifically mention the brake chain 29,
it is to be understood that I inferentially eliminate said brake chain from the
expression "foundation brakes" or "brake rigging." Also, in referring to the
working or braking cylinder and its method of co-action with the foundation brakes,
I have shown and described the working or braking cylinder 38 as arranged
transversely to the car body A, and it can be seen in this respect in Figure II of
the drawings. When liquid pressures are received through pipe 40 into the working
cylinder and compel the piston to travel outwardly towards the end of the working
cylinder (see Figure XIV) it is manifest that any opposition upon the outside of
the piston 39 would interfere with the discharge of its proper functions. I, there-
fore, provide, at the outer end of the said working cylinder, a perforated cap 68
open to the atmosphere and arranged so as to protect the interior of the cylinder
without interfering with the proper movements of the piston. 1 provide also

page_text: packings 69 upon the piston and suitable packings 70 between the piston rod 37
and the cylinder head 71, all of which will co-operate to produce practically
efficient and fluid tight joints to prevent leakage. It will be seen, by referring to
Figure II, that the working or braking cylinder 38 is located approximately in the
centre of the car, and I prefer so to locate it. This working or braking cylinder is
really a motor, and, although its operation is regulated by the valve, it nevertheless
discharges the functions of a motor, and I wish it to be understood as such.
Whenever, therefore, I speak of the motor for applying brakes, either in the
Specification or claims, I refer to the working or braking cylinder. This motor
also discharges the functions of the ram hereinbefore spoken of, and operates in
conjunction with the plunger cylinders (which I consider the pumps), and in this
manner produce a complete hydraulic apparatus involving all the well known
principles of ordinary hydraulic rams in combination with a brake apparatus, and I
so arrange it that each car will be separately and effectively equipped with an
independent apparatus adapted to apply and maintain brakes when they are wanted,
and to disable them when they are not wanted.
The equalising pulley 34, which is carried upon the end of the piston rod 37,
turns upon a pivot 72, the latter being adapted to travel in the lateral ways 73 of
the supporting frames or plates 74 and 75. These frames or plates are attached to
the car body A by means of pins 76 as shown in Figures XII, XIII. The frames
also serve as guards to protect the pulleys 33, 34 and 35, and maintain them in
their proper positions. The pulleys 33 and 35 are mounted upon pinions 77 secured
to the said guards or frames, and have a rotating movement therein. The central
pulley 34 has a sliding as well as a rotating movement and moves backward and
forward with the piston rod, drawing the chain 29 taut and releasing it in the
manner herein before described.
In Figures IX and XII the brake chain 29 is loose and brakes are off. In
Figure XIII, however, the piston is drawn in and the brake chain 29 is taut; the
position of brakes on.
The construction of valve which I have shown and described, although adapted
to carrying.my invention into practical effect, may be modified in various particulars
without departing from the spirit of my invention in this respect.
It is of the highest importance that the valve, whatever its details of construction
may be, should be so arranged as that it will automatically respond to all car and
train movements so as to carry out the purpose of my invention without the
necessity of manual adjustment; for, as before stated, I maintain that this improved
brake machine will practically dispense with the need of intelligent supervision of
brakes, and that, after a car is once equipped and put in order for working, the
only attention that will be required will be a renewal of the liquid necessary only
in case of accidental leakage and the supervision of packings. To. attain this
desirable end is one of the objects which I have diligently sought for in
endeavouring to perfect my invention. In providing a proper valve, however, it is
necessary to keep in view the importance of its thorough automatism, and more
especially its capacity to decide or determine the nature of the liquid inflows and
discriminate between the simultaneous and dissimultaneous pressures. It is quite
apparent that the valve such as I have shown and described, although it may be
modified in various ways, is adapted to automatically decide or determine between
the pressures resulting from the simultaneous or differential drawgear inthrusts.
It is also desirable to so arrange the valve that, when drawgear inthrusts are
removed or withdrawn, the moving parts of the valve will instantly return to their
normal positions. To this end I have provided means of separating the tubular
slides 48 and 49, and utilise for that purpose the centrally located spring 50, and I
also take advantage of the atmospheric pressure through the reservoir system in
the apertures 65 and 66 as herein before described. These two forces singly or
jointly produce the desired result, to wit, the spreading apart of the tubular slides
upon removal of adverse pressures. It is necessary also to limit and control the
moving of the tubular slides outwardly and for this reason the springs 51 and 52

page_text: hereinbefore mentioned are provided. When the tubular slides are at rest, as
shown in Figure VII the end or seating springs 51 and 52 are not under pressure.
When, however, the slides have been driven to the extreme position as shown in
Figure VIII, the spring 51 will be compressed into the pocket 78. When in this
position, the tubular slide 48 will find a scating upon the shoulder 79 at the moment
the port 58 registers with the mouth 47 of the reservoir or relief pipe 44. When
the liquid pressures are withdrawn, the spring 51 and the atmospheric pressure
return the tubular slides to their normal central positions. When I speak of a
brake-machine or a brake-applying-machine in the claims or elsewhere, I include
in this term the buffer cylinder, the operating or braking cylinder or motor and
the balanced valve and their pipe connections equivalent to these and adapted to
perform their functions in substantially the samne manner.
"
The expressions "hydraulic brake machine" and "fluid containing brake
machine are also terms practically equivalent with each other and with the above,
and in every case, more particularly as regards the claims, I have employed the
phrase which the structure of the sentence demands or appears to harmonise with.
When however certain features are specifically mentioned in connection with
any of the above phrases, they are inferentially eliminated therefrom in such
instance.
It is manifest that any fluid more imponderable than a liquid would be wholly
inadequate, for the reason that its condensability, in taking up the absorbing
drawgear inthrusts instead of transmitting them intact, would render the action of the
brake machine uncertain and abortive, I therefore limit myself and desire my
claims to be considered to be limited to a liquid, it being understood that the term
fluid, although having a broader and more generic signification, is intended in the
present instance to refer specifically to "liquids" or "hydraulics."
The method of operation of my improved brake apparatus is as follows-
When simultaneous inthrusts in the draw gears of the same car occur, the liquid
contained in the buffer cylinders will flow inwardly from said drawgears towards
the centre of the car and will meet in the centre of the car at substantially and
approximately the same instant. The valve being centrally located as regards
the car and the tubular slides being balanced therein, as shown in Figure VI, the
pressures reaching the outer ends of the tubular slides at the same inoment will
drive the said slides towards each other and effect a tight joint or closure as shown
in Figure VII. As soon as the slides are brought into this close relation to each
other, it will be seen that the opening 67 will be entirely closed and pressures
containing the fluid will be compelled to flow through the ports 59 and 60 and thus
through into the pipe 40 and into the working cylinder 38. From the description
which I have heretofore given, it will readily be seen that when this condition
happens, brakes will go on, and, as I have already explained, this simultaneous
action of drawgears will only occur when brakes are wanted. When, however, one
drawgear intrust is separated from the inthrust of its fellow drawgears by a
distinct difference in space or time, the inflow of the liquid from the first moving
drawgear will cause one of the tubular slides, such as slide 49 shown in
Figure VIII, to be driven inwardly to such an extent that it will displace the
opposite slide 48 from its normal position and drive it outwardly to the extreme end
of the valve chamber. The pipe 43, together with the valve chamber, the
opening 54 and the port 58 of the tubular slide and the opening 47, form a
continuous way or conduit to the reservoir system, which, being open to the
ordinary atmosphere, will receive the liquid being driven in and effectually prevent
liquid pressures from being transmitted to the motor or brake cylinder 38. This
condition, as I have before explained, will happen when brakes are not wanted.
There is another condition of railway service which my improved braking apparatus
is adapted to respond to, and that is, when slight changes in grades occur or any
ordinary variation in speed takes place, the brakes will not go on although the
inthrusts of drawgears may in many such instances be practically simultaneous.
The reason of this is that I have provided a continuous and permanent way or

page_text: "
as will
conduit from one buffer cylinder to the other and a normally open vent from such
conduit into the relief or reservoir system, so that the liquid can leak through the
open ports from one side of the brake machine to the other and from the brake
machine into the reservoir without effecting any change in position of the tubular
slides. As above stated, these leakages will occur from time to time and more
especially when there is a tendency on the part of the train to "bunch
happen when the train is moving through a sag in the road bed and also when there
is a slight decrease in speed at the head of the train. In such cases, the pressures
being quite gradual, the resultant action will be a leakage of the liquid through
the opening or vent 67 into the reservoir system and the consequent inaction of
brakes. When, however, sudden and violent inthrusts of drawgears occur, as the
result of the application of driver brakes, the inflows of liquid will be so powerful
that the tubular slides will be thrown against each other, thus instantly effecting
the closure of the vent 67. It is to be understood, therefore, that when I speak of
the application of brakes, resulting from the simultaneous inthrusts of drawgears, I
refer only to sudden or violent inthrusts and not to inthrusts resulting from the
causes just indicated.
The dimensions of the different parts will be altered to suit the varying conditions
and proportions of the cars employed. For the ordinary freight cars, the area of
the pumps or buffer plunger is 7 inches (diameter, 3 inches) so that a compressive
force of 9 tons upon a drawbar will give a fluid pressure of 2400 pounds per square
inch. The area of the ram piston will be 14 inches (diameter 11 inches) so that
its movement is six times greater than that of the drawbar, and its force as great.
The foundation-brake bearings are such that 3000 pounds of ram effort give
10,000 pounds of shoe pressure; consequently, as both drawbars inust be considered,
9 tons drawbar compression gives 10 tons of brake-shoe pressure upon the car;
counting hindrance as of brake-shoe pressure, a brake upon the locomotive and
tender capable of exerting 45 tons of brake-shoe pressure would compel 9 tons of
drawbar compression upon both drawbars of every car in train behind it.
Cars equipped with hydraulic brakes and coupled in train behind a locomotive
equipped with an independent power brake controlled by the engineer will never
hinder the starting of the train nor its movement forward at any speed nor at nor
during ordinary changes in speed caused by grade, etcetera, but will have their
brakes applied whenever the locomotive is quickly slowed as by the application of
its own brakes. It is thus an efficient train brake, nor is it material in which
direction the train is being pulled nor which end of the car is foremost in the train,
nor in what part of the train the car is placed. Nor is it necessary that anyone on
the train or in the yard or station from which it started, shall know or have known
that such a brake was upon the car. If, to such train, a pusher engine comes
up behind and applies its force in assistance, there will be no impediment offered
by the hydraulic brakes; neither if the pushing commences whilst the train is at
rest, or whilst it is moving forward at any rate of speed, nor if its pressure and
efforts are unknown to every train hand on the assisted train. If, whilst such
train is in motion to the front, a violent breakaway occurs, the hydraulic brakes
upon rear sections will be set and will stop such sections. But said brakes upon the
engine or leading section will not act.
*
The reason of the application of brakes in the rear section lies in the fact that
the drawbars being drawn out or expanded, a sudden release from this pull will
enable the drawsprings to rebound against the bodies of liquid immediately in the
rear of the after followers, see Figure IV; and the rebound being sudden and
simultaneous, brakes will go on. This is approximately the same action as
beretofore described in respect to the initial application of brakes by the retractile
action of the relieved springs. If such train be stopped and backed, its brakes
being off at commencement of movement, there will be no hindrance from its
brakes so long as said movement continues.
In the yard, cars equipped with said brake can be pulled, pushed, kicked or
backed, at any and all speeds without hindrance from their brakes and all this upon

page_text: the assumption that no one in the yard or connected with the road knows even of
the presence upon said cars of said hydraulic brakes much less has any manual
adjustment to make of same.
It will be noted that this brake has no connection with nor dependence upon the
trucks' wheels or axles of the car nor any relation to nor dependence upon its speed
or direction of movement.
The independent hydraulic brake automatically distinguishes between those
initial inthrusts of drawgears which are the result of the cars own excess of
momentum and such initial inthrusts as result from the propulsive impact of other
vehicles. These last do not apply brakes. The other, or momentum inthrusts do,
and these results are irrespective of speed and demand no manual attention or
If the initial
supervision to adapt them to changes of car or of train direction.
drawgears compression tends to move the car, its brakes never hinder. If, on the
contrary, such inthrust tends to stop or hinder the car, its brakes will instantly and
effectively assist.
Its simplicity, unobtrusiveness and effectiveness are apparent. It performs
everything automatically that is required of a brake, demands no changes in car
construction nor in foundation brakes or hand brakes; does not interfere with the
air brakes, if any, requires no connection between cars except the usual car
couplings, and works independently of every other vehicle in train.
In the claims where the term drawgear inthrusts or pressures is employed, it is
intended to include spring pressures, drawbar pressures or a combination of both.
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. A hydraulic brake machine connected to the brake rigging and the drawgears
and adapted to transmit drawgear pressures to the brakes, substantially as shown
and described.
2. A fluid containing brake machine, provided with a valve, connected to the
brake rigging and the drawgears and adapted, through the closing of the valve, to
transmit drawgear pressures to the brakes, as set forth and shown.
3. In a brake operated through the medium of fluid pressures, the combination
of the drawgears, the brake rigging, a fluid containing brake machine connected to
the drawgears and the rigging, and a disabling valve for rendering brakes
inoperative, substantially as shown and described.
4. In a brake operated through the medium of fluid pressures, the combination of
the drawgears, the brake rigging, a fluid containing brake machine connected to the
drawgears and the rigging, and a valve forming part of said brake machine and
adapted to apply by closing, and by remaining open to not apply, brakes, substan-
tially as shown and described.
5. In a brake operated through the medium of fluid pressures, the combination of
the drawgears, the brake rigging, a fluid containing brake machine connected to the
drawgears and the rigging, and an automatically determining valve lying within said
machine, substantially as set forth and shown.
6. In a brake operated through the medium of fluid pressures, the combination of
the drawgears, the brake rigging, a fluid containing brake machine connected to the
drawgears and the rigging, and a valve lying within and forming part of said brake
machine, said valve being adapted to disable brakes upon the dissimultaneous
impacts of drawgears.
7. In a brake mechanism for cars operated through the medium of independently
acting drawgears, the combination of the said drawgears having a centrally
balanced unbroken fluid connection, with a brake applying machine lying within
said connection adapted to apply or maintain brake shoe pressure only when the
initial and pending inthrusts of the two drawgears on the same car are practically
simultaneous.
8. In a hydraulic brake for cars substantially as hereinbefore described, the

page_text: combination of a centrally located disabling or tripping valve which operates
through the medium of a suitable fluid to prevent the application, or the
continuance, of brake shoe pressure under compulsion of certain related initial
movements of the two independently moving drawgears with said drawgears, as set
forth.
9. In a hydraulic brake applying machine for cars operated through the medium
of longitudinally moving drawgears, the combination of a brake machine, with a
centrally located tripping or disabling. valve, which operates to prevent the
application or continuance of brake shoe pressure whenever the inthrust of the two
drawgears of a car, and the consequent opposed fluid pressures, are not sufficiently
simultaneous.
10. In a system of momentum brakes, the combination of the foundation brakes,
the two oppositely ended longitudinally moving drawgears or buffing apparatus, a
brake machine, fluid connections between the said drawgears and machine and
between said machine and the foundation brakes, a valve lying within and forming
part of said machine, all the parts being so constructed and arranged as that the
said brake machine will automatically apply the brakes, or fail to apply the brakes,
in response to the simultaneousness or lack of simultaneousness of the drawgear
and the consequent fluid compressions.
11. In a car brake, the combination of the oppositely ended longitudinally moving
drawgears, the foundation brakes, fluid connections between the drawgears and
foundation brakes, a brake applying device lying within said connections, and a
balanced valve arranged substantially as shown and described for disabling the
brake applying device when the inthrust movements of the drawgears are not
sufficiently simultaneous.
12. In a car brake, substantially as hereinbefore shown and described, the
combination of the two drawgears capable of independent motion, fluid connections
therefrom through a brake machine to the foundation brake rigging, and a
balanced valve lying within said connections for automatically disabling the brake
mechanism and releasing the brakes if such movements of the drawgears are not
sufficiently simultaneous, as set forth.
13. In a car brake, the combination of the foundation brakes, two oppositely
ended longitudinally moving drawgears, fluid connections from said drawgears to
the brake rigging, brake applying mechanism lying within and forming part of said
connections, and a centrally located balanced valve arranged substantially as shown
and described for temporarily disabling or disconnecting said brake applying
mechanism when the inthrust movements of the drawgears are not sufficiently
simultaneous.
14. In a car brake, substantially as hereinbefore shown and described, the
combination of the oppositely arranged and independently acting drawgears located
at the respective ends of the car, fluid connections therefrom to the foundation
brake levers or rigging through a brake applying mechanism operable by the
movement of the said drawgears and a tripping or disabling valve to release, or
prevent the operation of, the brakes when the drawgear movements are dis-
simultaneous, all the parts being so arranged as that the brakes will remain off
during the continuation of the same compression.
15. In a brake operated through the medium of fluid pressures by the
simultaneous impact of drawgears upon said fluids, the combination of a fluid
containing brake machine having a valve, with a brake applying motor, substan-
tially as shown and described.
16. The combination of the drawgears and brake rigging of a car, a fluid
connection between the drawgears with a valve controlled motor connected to the
brake rigging and adapted to apply brakes, substantially in the manner described.
17. The fluid motor 38 connected to the brake rigging and to both drawgears
and adapted to apply brakes only during simultaneous impacts or inthrusts of
drawgears.
18. The combination of the centrally located fluid motor 38, connections

page_text: therefrom to the brake rigging upon both trucks, and fluid connections to the
drawgears with said drawgears and brake apparatus, substantially as shown and
described.
19. In a car brake substantially as hereinbefore described, the combination of a
brake machine, a motor or ram, with self equalising connections between the motor
and brakes upon both trucks, substantially as shown and described.
20. In a hydraulic brake, the combination of the drawgears, a fluid containing
pipe between the drawgears the brake rigging connected to the said pipe through a
ram or motor, with said motor, as and for the purposes set forth.
21. In a hydraulic brake, the combination of the brake rigging, the drawgears, a
fluid containing pipe, provided with a valve extending between the drawgears, a
motor attached to the brake rigging and connected to and adapted to be controlled
by the aforesaid valve, whereby the closure of the valve will effect brake
applications through the medium of the motor.
22. An independent hydraulic brake machine connected to the brake rigging and
to the drawgears and provided with a brake motor and an overflow reservoir and
having an automatically determining valve adapted to operate, substantially as
and for the purpose set forth.
23. A fluid containing brake machine connected to the brake rigging and the
drawgears, adapted to transmit drawgear pressures to the brakes, in combination
with a supply or overflow reservoir or chamber, as and for the purpose set
forth.
24. In combination with the fluid containing brake machine substantially as
hereinbefore described, a supply reservoir arranged somewhat above and connected
to the said machine, as and for the purposes set forth.
25. The independent hydraulic brake machine connected to the brake rigging
and the drawgears of a car and adapted to operate the former by the compressions
of the latter as described, in combination with an independent liquid supplying
reservoir mounted upon the car above the machine, substantially as and for the
purpose set forth.
26. In a brake operated through the medium of fluid pressures, the combination
of the drawgears, the brake rigging, a fluid containing brake machine, provided
with a valve, connected to the drawgears and the rigging, and a reservoir
arranged to receive fluid pressures from the machine while the valve remains
open, as and for the purposes set forth.
27. In a brake operated through the medium of longitudinally moving draw-
gears and fluid pressures, the combination of a brake machine having a centrally
located valve chamber, a pipe opening outfrom said valve chamber midway of
its length, and a reservoir connected to said pipe and adapted to receive fluid
pressures while the valve is open, substantially as shown and described.
28. In a fluid containing brake machine, the combination of the automatically
determining valve 41 the relief pipe 44 and the reservoir 45 arranged above
the valve and provided with the perforated cap 46, as and for the purposes set
forth.
29. In a hydraulic brake, substantially as herein before described the combination
of the centrally located automatically determining valve, the drawgears, pipe
connections between the valve chamber and the drawgears, the pipe 40 opening
centrally from the valve chamber, the motor 38 having an inwardly travelling
piston, and the brake rigging attached thereto, all adapted to operate substan-
tially as and for the purposes set forth.
30. In a hydraulic brake, substantially as hereinbefore described, the combination
of the centrally located automatically determining valve, the drawgears, pipe
connections between the valve chamber and the drawgears, connections between
the valve chamber and the brakes, a brake applying motor lying within said
connections, and a reservoir having a pipe connection with the valve chamber,
and the parts being so arranged that the said reservoir will receive fluid pressures
when the valve is open and the motor cylinder when it is closed.

page_text: 31. In an automatic train brake, the combination of the longitudinally moving
drawgears having draw-springs as shown, with the braking mechanisin having
fluid connections therewith and with the brake rigging, all the parts being so
constructed and arranged that violent breakaways will compel the drawsprings
to apply the brakes, as set forth.
32. In a brake operated through the medium of fluid pressures, the combination
of the drawgears having draw-springs, the brake rigging, a fluid containing. brake
machine connected to the brake rigging and through the medium of the springs
to the drawbars whereby the resilience of the springs will apply brakes as shown
and described.
33. In a brake operated through the medium of fluid pressure by the simul-
taneous impacts of drawgears, a permanent way or conduit extending between
the drawgears substantially as and for the purpose set forth.
34. The combination in a railway train, of a series of hydraulic brake machines,
one upon each car of the train, connected to its drawgears, and dependent upon
their simultaneous inthrusts, with said drawgears, as set forth.
35. The combination in a railway train, of a series of independent brake
machines, one upon each car of the train, fluid connections between each machine
and the drawgears upon the same car, with the drawgears, all the parts being
so arranged that the brake machine will apply brakes only when impacts from
neighbouring cars or the expansion of the opposed drawsprings are sufficiently
simultaneous.
Dated this 9th day of January 1893.
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool, Agents for the Applicant.