Improvements in and relating to Brake Apparatus for Railway Vehicles.
Year: 1895

page_text: Date of Application, 2nd Mar., 1895
Complete Specification Left, 2nd Dec., 1895-Accepted, 2nd Mar., 1896
PROVISIONAL SPECIFICATION.
Improvements in and relating to Brake Apparatus for Railway
Vehicles.
I, FRANÇOIS JULES CHAPBAL, of 79 Rue d'Amsterdam, Paris, in the Republic
of France, do hereby declare the nature of this invention to be as follows:-
My invention relates to brake apparatus for railway vehicles.
It is well known that when the vehicles of a train exceed from 25 to 30 in
number the use of pneumatic continuous brakes becomes extremely difficult, not to
say impracticable, by reason of the delays which occur in their application aud
release of the blocks owing to the slow circulation of the air in the pipes or
conduits.
This difficulty of operation has no doubt militated against the use of continuous
brakes on goods trains, despite the efforts made to accelerate their action on trains
of great length.
On the other hand electric brakes which provide for instantaneous action, what-
ever may be the length of the trains, have not received any important uses by
reason of the considerable risks due to uncertainty of this action which 'may
suddenly fail at a perilous moment.
Now, a combination of the two systems will give a satisfactory and sure result,
if the electro-pneumatic brake resulting therefrom is actuated by the operation of
the ordinary brake and if the electric operation has only for its object to render
the action of the brakes instantaneous over the entire length of the trains by
causing a simultaneous and rapid movement of all the distributors, or by replacing
their action on each vehicle up to the moment when they are put in motion. This
simultaneous action by the use of the two modes of operation is in fact indispensable
especially for applying the brakes, as sudden failure in the electric operation
which would be perceived only later on, might give rise to serious accidents by
reason of the delay in the ordinary action of the brake, if its employment were
only optional.
The electro-pneumatic brake constructed according to my invention fulfils the
before-stated condition.
In fact as soon as the engine driver applies the brakes an electric current passes
instantly over the whole length of the train and puts all the distributors in action
at the same time, but as soon as these distributors operate, the brakes will act as
usual and the electric operation is automatically suppressed by the action of the
said distributors. Accordingly the brake blocks are applied instantaneously,
whatever may be the length of the train, and the gradual application of the brake
and the automaticity are preserved, because the operation is thus effected and
graduated as usual.
The engine driver releases the brakes, a fresh current commences instantly the
release of the brakes over the entire length of the train and continues it on
each vehicle until the distributor is put in motion. The electric operation is then
suppressed by the action of the distributor as before, and the release of the brakes
is accomplished as usual. The electric operating device is thereforo only au
auxiliary of the ordinary device for operating the brakes, being designed to render
the action instantaneous, irrespective of the length of the train, because it ceases

page_text: cany as soon as it has given them time to be put in action born for applying
and for releasing the brake blocks.
Although it appears preferable to have only brakes which may be gradually
applied on trains of great length in order to obviate the reactions to which abrupt
stoppages might give rise, my improvements are also applicable to brakes which
are generally regarded as not being gradually applied, such as for oxample the
Westinghouse brake.
This application to the ordinary Westinghouse brake I will proceed to describe
by way of example. The arrangement comprises accumulators, an operating cock,
a switch for the triple valve, au electric release valve, an electric applying valve,
and contacts with the frames of the vehicle.
There are only two line wires, one for the application and the other for the
release. In current returns through the earth by means of the parts of the brake
and the pipe which is connected to the axle guards.
The complete arrangement of the brake comprises a triple valve suitably trans-
formed, an auxiliary reservoir, an electric release valve, au electric applying valve,
a pipe to be connected with the general pipe or couduit, a release wire, and an
applying wire.
These wires are connected between the vehicles by couplings with suitable
arranged contacts.
The applying valve has an electromagnet with two terminals which may or may
not attract a plate held by a spring, the upward movement of this plate having for
its object to render a pointed pin free and to obturate with the aid of another
pointed pin a conduit communicating with the exterior.
It comprises moreover a diaphragm maintained between two plates which in its
lower position will raise a flap maintained by a spring.
With the general pipe or conduit is connected the pipe before mentioned, and a
conduit puts the chamber below the said Hap in connection with the chamber below
another flap.
Another conduit connects the space below the said diaphragm with the exterior,
while the space above the diaphragin is connected by a conduit with the chamber
situated above the aforesaid pointed pin.
The releasing valve has an electromagnet with two terminals; this electromagnet
may or may not raise a plate held by a spring which has for its object to permit
the raising of a pointed pin and to obturate with the aid of another pointed pin a
conduit communicating with the exterior.
It comprises moreover a diaphragm arranged between two plates which can raise
a movable device composed of two flaps and maintained by a spring.
A pipe communicates with the conduit which connects the triple valve with the
brake cylinder; another pipe is connected with the latter.
By a channel the spaco below one of the aforesaid two flaps is connected with
the space below one of the pointed pins.
Another channel sets the space below the diaphragm in communication with the
exterior, and a couduit puts the space above this diaphragm in communication with
the chamber above the said pointed pin.
As regards the triple valve the modification which it undergoes consists in the
replacement of its upper plug and in the addition of a switch at the upper part of
its rod.
This plug comprises two terminals; one communicating with the terminal of the
applying valve and the second with the terminal of the releasing valve. These
terininals correspond to two flexible contacts, one of which is insulated while the
other is in contact with the rod of the triple valve and reciprocally.
As to the terminal of the applying valve it communicates with the
applying wire, while the terminal of the releasing valve communicates with the
releasing wire.
The general operation takes place in the following manner;
At the time the brakes are applied the engine driver by bringing the operating

page_text: handle to the applying position sends current into the applying wire; immediately
the electromagnet raises the plate and the corresponding pointed piu.
The compressed air from the general pipe which acted upon one of the aforesaid
flaps passes through conduits to act upon the surface of the diaphragm; this
diaphragm immediately raises the said flap and the air from the general pipe can
thus escape freely to the exterior below each carriage through a conduit.
The upward movement of the diaphragm takes place with the maximum speed.
possible, because I have on one side the full pressure of the general pipe and on
the other the atmospheric pressure.
But no soon ng the depression in the general pipe, produced by the operation of
the electric valves, has caused the operation of the triple valves the current is
abruptly interrupted directly one of the contacts has left the rod, and consequently
the electro-magnet ceases to act, and all the parts of the applying valve return to
their position for the movement; the air which was at the surface of the flop
escaping freely to the exterior through a conduit. From this moment the pneumatic
brake alone remains in action.
"
For effecting the release the engine driver moves his operating cock back to the
releasing position, thereby sending immediately a current into the releasing valve,
hereupon a second electromagnet actuates a corresponding plate and permits the
upward movement of the pointed pin; the air which had entered the brake cylinder
during the application of the brake and which acted at the same time through two
of the aforesaid pipes passes at once through the conduits in order to act upon the
surface of the diaphragm. The latter immediately raises a flap and permits the
nir of the brake cylinder to escape to the exterior below each vehicle.
At the same time another flap closes the communication between the brake
cylinder and the auxiliary reservoir so as to avoid all loss of air in the lattor. Bat
As soon as the pressure of the air in the general pipe, the result of the position of
the operating cock, is sufficient for causing the triple valve to rise, the electric
current will cease to pass through the second electromagnet and the parts of the
releasing valve will again take the position corresponding to the movement, the
outflow of the air from the brake cylinder being completed through the triple valve
as usual.
I have supposed that the return of the current as well in the application as in
the release of the brakes is effected through the earth by means of parts of the
frame. It is evident that nothing prevents me from letting the return of this
current take place through a special return wire and if necessary combining the
two means for greator safety.
As for the applying valve 1 obtain the maximum rapidity possible for the upward
movement of the diaphragm because I have on the ono haud the pressure of the
brake cylinder and on the other hand the atmospheric pressure owing to the closing
of the upper orifice by a pointed pin.
1 have previously supposed the employment of a cock of ordinary construction,
which has been arranged for the purpose and which comprises three contacts
enabling, according to the positions of the lever, the current to be passed either
through the applying wire or through the releasing wire; the third contact which
communicates with the mass is connected to the battery.
In case I should require an equalizing discharge cock, in which the noutral zone
is much more extended than in ordinary cocks, I may divide this neutral zone into
three parts corresponding to three distinct positions of the handle of the cock.
The absolute neutral position permits neither the passage of any current, nor a
depression, nor the sending of air into the general pipe.
Another position being in the neutral zone of the cock does not permit the
passage of the electric current into the applying wire, but without loss of air into
the general pipe through the cock; there is not at this point a contact connected
to the contact at which terminates the wire passing to the applying electromagnet.
A further position being likewise in the ncutral zone permits the passage of the
current through the releasing wire, but without introduction of air into the general

page_text: pipe through the cock. For this purpose I provide a contact connected to another
contact at which terminates the wire of the releasing electromagnet. The aforesaid
contacts are mounted to an insulating ring of ebonite.
From this results the very important fact that by placing the cock in one of the
said positions 1 may, for descending inclines and for slackening the motion, produce
a depression such as I desire in the general pipe, and by bringing the handle to
another position maintain the desired pressure in the brake cylinders, which result
it would be impossible to obtain suitably by a loss of air from the operating cock
by reason of the eddies which are produced in the general pipe.
Moreover, by placing the cock on a further position may release the brakes
electrically without introducing air into the general pipe, and thus obviate untimely
stoppages on the line which are the consequence of blocking one or more vehicles
by reason of the rupture in the pipe or the coupling pipes, or of depression in the
general pipe due to local escapes or the slackening movement of the air pump.
The arrangement which I have described for the ordinary Westinghouse brake
may likewise be applied to any other analogous systems with appropriate
modifications, and in particular to the Westinghouse quick-acting brake, which it
enables to be applied gradually while giving to the release the rapidity of action
which it lacks.
In the latter case i use for example either the slide of the triple- valve as a
switch or a part connected to this slide, or any other part the movement of which
results from setting the Westinghouse triple valve in action.
Of course nothing is opposed to the application of my electro-pneumatic brake
to the Westinghouse brake already provided with a moderator.
Dated this 2nd day of March 1895.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in and relating to Brake Apparatus for Railway
Vehioles.
I, FRANÇOIS JULES CHAPSAL of 3 Place des Batignolles, late of 79 Rue
d'Amsterdam, Paris, in the Republic of France, Engineer, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
This invention relates to brake apparatus for railway vehicles.
It is known that when the number of vehicles composing a train exceeds about
26 or 30 the use of pneumatic continuous brakes becomes very difficult if not
altogether impossible, by reason of the delays occurring between the application
and release of the brakes owing to the slowness with which the air-circulation
proceeds in the air pipes.
It is this difficulty of operation which has doubtless retarded the use of
continuous brakes in trains exceeding a certain length.
On the other hand, the electric brakes, proper, which would act instantaneously,
irrespective of what may be the length of the trains, have not been largely adopted
for use although long kuown, on account of the danger resulting from their
unreliability of action, as they may suddenly fail at the moment when a stoppage
is urgently required.
I, have conceived the idea that a combination of the two systems will give a
satisfactory and reliable result, provided that such combined electro-pneumatic
brake be actuated by the same operation as the ordinary brake for producing the
applying as well as the releasing action and also provided that the clectric actuation
may have this sole purpose of rendering the action of the brakes instantaneous all

page_text: over the length of the train by causing all distributors to be set in simultaucous
and rapid motion or by replacing their action on each vehicle until the pneumatic
action has had sufficient time to take effect. This simultaneous actuation by the
eame manipulation of the two nicthods or means of operation is in fact indispensable
especially for applying the brakes, since the sudden failure of the electric actuating
apparatus which would only be noticed too late, might give rise to grave conse-
quences in cases where stoppages are urgent,
The electro-pneumatic brake which constitutes my invention and which I will
describe hereinafter, indicating likewise its method of operation, fulfils the conditions
which I have hereinbefore referred to.
In fact, as soon as the mechanism applies the brake, an electric current
instantaneously traverses the whole length of the train and scts all distributors
simultaneously in action by imparting to them a continuous oscillating movement
which continues the brake applying action up to the moment when the pneumatic
action takes place, the electric actuating apparatus is then automatically caused to
stop its action namely by the operation of the distributors, and the applying action
of the brakes is then terminated in the usual manner.
The applying action of the brakes is thus rendered instantaneous irrespective
of the length of the train, moreover the brakes can be released at will, while at the
same time their automatic action is preserved.
When the driver or guard releases the brakes, an electric current instantaneously
begins to release the brakes all over the length of the train and continues this
action on each vehicle until the distributor is set in motion. The electric operation
is then stopped by the action of the distributor, as before, and the release of the
rakes is completed in the usual manner. The electric actuating apparatus is thus
merely an auxiliary device to the ordinary brake actuating mechanism, serving to
render the operation, instantaneous, irrespective of what may be the length of the
train, since the electric action ceases automatically as soon as a sufficient time has
been given for the applying as well as for releasing of the pneumatic brakes.
Although it appears preferable to have only gradually acting brakes on trains
of great length, in order to avoid the reactions which abrupt stoppages would give
rise to, my improvement is especially applicable to brakes generally considered as
instantaneous brakes, such for example as the Westinghouse brake and it will
be seen that the same is applicable most particularly with an equalizing discharge
cock.
It is this application to the ordinary Westinghouse brakes which I will describe
by way of example, with reference to the accompanying drawing the several
figures of which are hereinafter referred to in which
Figure 1 represents a diagrammatical view of the improved device.
Figure 2 is a part sectional view of the brake mechanism.
Figure 3 is a plan view of cock of ordinary construction but provided with three
contacts.
Figure 4 is a plan view of an equalizing discharge cock, and
Figures 5 and 6 represent a vertical section and side elevation respectively of a
modification of the said invention.
Referring to Figure 1 which represents diagrammatically the improved device,
A represents the accumulators; R the operating cock; T the switching device of
the triple valve; E the electric rolease valve; E¹ the electric applying valve,
CC the contacts with the frame of the vehicle.
In this arrangement only two line wires are provided, the one for applying and
the other for releasing the brakes. The return of the current takes place through
the earth by way of the mechanisms of the brake and of the pipe connected to the
guard plates of the vehicles.
Figure 2 shows in section the complete brake mechanisms; T is the triple valve
adapted for the application of electricity, as will be hereinafter explained. K is
the auxiliary reservoir; E the electric release valve; E the electric applying
valve. G is a tubular piece connected to the general conduit. X is the release.

page_text: wire; Y the applying wire. These wires are connected between the vehicles by
couplings with suitably arranged contacts.
The applying valve E' comprises au electromagnet M, with two terminals and b
which electromagnet can be caused to attract a plate in which latter is maintained
in its lowered position by spring; the lifting of this plate causes the disengage-
ment of a pointed pin a which by the aid of another pointed pin won the other
end thereof closes a conduit communicating with the external atmosphere.
A
The same comprises moreover a diaphragm d held between two plates which,
in its lower position will lift a lift valve c maintained in lifted position by n
spring r¹.
The pipe G communicates with the general pipe, the passage i puts the chamber
below the lift valve c iuto communication with the lower part of the pin a.
;
The passage e puts the space below the diaphragm d'into communication with
the external atmosphere whilst the passage o puts the space above the diaphragm d
into communication with the chamber lying above the pointed pin a.
The release valve E comprises an electromagnet N with two terminals and b
this electromagnet when energized is arranged to lift a plate n against the pull of
the spring which spring has for its object to permit of the lifting of a pointed
pin aand of closing, by the aid of another pointed pin w', a passage j' communi-
cating with the external atmosphere.
The said valve moreover has a diaphragm h, arranged between two plates,
which diaphragm will lift a movable dovice consisting of the two lift valves ƒ'and g.
The said device is held in its lifted position by a spring.
The orifice C¹ communicates with the pipe which connects the triple valve to
the brake cylinder; the orifice F communicates with the brake cylinder.
The passage connects the space below the valve g with the space immediately
below the bottom of the pointed pin a'.
The passage e puts the space below the diaphragm into communication with
the exterior atmosphere, and the passages places the space above the diaphragm h in
communication with the chamber above the pointed pin a'.
As regards the triple valve, its constructional modification consists in the
replacement of its upper plug aud in the addition of a commutator or switching
device at the top of the rod x.
The plug has two terminals b and b of which is connected with the terminal &
of the release valve and the terminal 6 is connected to the torminal b of the
applying valve. The terminals 6' and are connected respectively to two flexible
contacts and tone of which is either in elcotrical connection with the rod of
the triplo valve, or is insulated from the said rod, according to the state of the
operation and the position of the parts, as will be hereinafter explained.
The terminal 6 of the applying valve is connected to the applying wire Y,
whilst the terminal of the release valvo is connected to the relenso wire X,
The operation of this electro-pneumatic brake is as follows,
When applying the brake the driver or guard by placing the handle of the
manipulating cock into the applying position, causes an electric current to flow
through the applying wire Y; instantly the electromagnet M of the electric
applying valve Elifts the plate m and, consequently the pointed pin a.
The compressed air from the main pipe after having acted upon the life valve c,
passes through the passages o so as to act upon the upper surface of the
diaphragm d, which latter, in its descent, immediately opens the lift valve c and
the air of the main pipe can thus freely escape into the external atmosphere, below
each vehicle, through the passage e.
'
The displacement of the diaphragm d is effected very quickly since, on one side
of the diaphragm there is the full pressure in the main conduit and on the other
side thereof there is only atmospheric pressure.
But as soon as the depression in the main pipe produced by the operation of the
electric valves bas caused the triple valves to operate, the electric current is
suddenly interrupted because the contact t¹ has cleared the rod or plunger X;

page_text: consequently the electro magnet ceases to act and all the constituent parts of the
applying valve again take up their position of movement, the air which was above
the diaphragm d escaping freely into the external atmosphere through the couduit j.
From this moment the pneumatic brake alone remains in action, when the action of
the air has had time to take place.
In the contrary case the piston of the triplo valvo rises owing to the expansion,
of the air in the auxiliary reservoir which communicates with the brake cylinder,
then reestablishes the contact which permits of the passage of the current and
Consequently of a new evacuation of air, and the same movement is repeated until
the ordinary operation has bad time to take place.
It may even happen, in cases where loug trains are used that the brakes are
thoroughly applied to the last vehicles by the electric action alone, before the
pneumatic action has had time to reach there. This is what limits the time of
applying the brake to any vehicle of the train to such a time as is necessary for
applying the electric brake to the first vehicle.
In order to produce the release of the brakes, the driver or attendant places the
operating cock back to the position of release, whereby immediately a current is.
passed into the release valve E; this current travels through the contact and the
rol or plunger of the triple valve which has been lowered during the applying
operation, the electromaguet N then actuates the plate , whereby the pointed.
pin a' is lifted; at ouce, the air which had entered the brake cylinder during the
applying operation and which acted at the same time through the pipe CT and
through the pipe F, passes through the passages in order to act upon the upper
surface of the diaphragın k. This latter at once romoves the valve from its sent,
whereby air is enabled to escape from the brake cylinder through the passage a', to
the external atmosphere from below each vehicle.
At the same time, the valve g closes the communication between the brake
cylinder and the auxiliary reservoir, so as to prevent any loss of air in the latter..
But, as soon as the pressure of, the air in the main pipe, resulting from tho
position of the operating cock, is sufficient to cause the triple valve to rise, then
owing to this movement the rod of the triple valve ceases to be in contact with
the contact spring and therefore the electric current no longer passes into the
electromagnet N and the constituent parts of the release valve take up again the
position of movement and the discharge of the air from the brake cylinder is
completed through the triple valve as usual.
In the saine way as for the applying valve, the maximum possible rapidity is
obtained with regard to the lifting of the diaphragm h, since on the one side of the
diaphragm there is the pressure of the brake cylinder and on the other side
only atmospheric pressure, owing to the closing of the upper orifice by the
pointed pin w.
In the preceding description I have supposed, as is shown in Figure 1, that the
return current during the applying as well as during the releasing operation is.
caused to pass through the earth by way of parts of the frame. It is evident that
a separate return wire may be employed, and, if required it may be used in
combination with the earth return for sake of greater safety.
I have previously supposed the use of a cock of ordinary construction, represented
in plan in Figure 3, and provided for the special purpose and which has three
contacts x, x”, permitting, according to the positious of the handle, the current
to pass either into the applying wire (position ), or into the releasing wiro
(position). x'
**which is electrically connected with the mass of the cock is.
connected to the battery. When the handle is in position no flow of current
takes place.
In the case where I use an equalizing discharge cock, as represented in plan,
in Figure 4, in which the neutral zone is much more extended than in the ordinary
cock, I can divide this neutral zone into three parts corresponding to three distinct
positions of the baudle of the cock.
The position 8, or the absolute neutral position, permits neither of the flow

page_text: for or decrease of pressure, gor of the passage of air into the maid
pipe.
The position 4 representing the neutral zone of the cock, permits of the passage
of the electric current into the applying wire, but without loss of air in the
main pipe through the cock; there is at this place a contact connected
to the contact in which terminates the wire which passes to the applying
electromagnet.
The position marked 2 lying likewise in the neutral zone, permits of the passige
of the current into the releasing wire but without the introduction of air into the
mai pipe through the cock. For this purpose I arrange in a contact connected
to the contact in which terminates the wire of the releasing electromagnet,
The contacts are mounted on an insulating ring of ebonite.
From the preceding results the very important fact that by placing the cock in
the position 4, I can when travelling down inclines and when the speed is to be
slackened produce any decrease of pressure I choose in the main pipe, by using my
commutator or switching device which enables me to graduate the oscillating
movement of the pistons of the triple valves and by returning the handle to the
position 3, I maintain the desired pressure in the brake cylinders, which result
would be impossible to obtain conveniently by a discharge of air through the
operating cock on account of the eddy currents which take place in the maiu
pipe.
Moreover, by placing the cock in the position 2 I can release the brakes
electrically without introduction of air into the main pipe.
These two operations are effected with a thorough adjustability that is to say the
driver or attendant can successively, by simple manipulations of the cock in the
neutral zone, produce electrically, and therefore instantaneously, on all vehicles all
desirable graduations of pressure in the brake cylinders and he thus has a complete
control over the train.
The adjustability of the releasing action is only obtained owing to the automatic
regulation by the switching device or commutator of the evacuation of air through
the applying valve, which regulation permits-irrespective of what may be the
duration of the passage of the current-of fixing the amplitude of the piston
movement of the triple valve in such a manner that after the first discharge of air
the piston of the triple valve rises exactly to the required extent so as to cut off the
nuxiliary reservoir of the brake cylinder while the subsequent discharges of air
only affects the opening and closing of the small interior valve of the slide
of the triple valve, the slide remaining always in a fixed position, even up
to the moment when the maximum electrical applying effect of the brakes is
obtained.
This particular fact moreover enables abrupt stoppages to be prevented when
travelling at full speed, which abrupt stoppages are due to the blocking of one, or
of several or even of the whole of the vehicles composing the train, owing to
ruptures in the pipe or in the coupling pipes or to decrease of pressure in the pipe
due to local escape of air or to slackening of the air pump.
In fact, if the cock is in the position 1 or 2, as must be the case, the rupture of
the pipe will have the effect of lowering the triple valves, aud of establishing by
the commutator or switching device a contact which allows of the passage of the
releasing current so that the lower valve of the release valve is closed before
an appreciable amount of air has been able to pass from the auxiliary reservoir to
the brake cylinder.
If, by chance, on travelling down an incline while the cock is in the neutral
position for maintaining a moderate applying effect, a rupture should occur in the
pipe, this would cause the immediate action of the triple valves and the blocking of
the train. The driver or attendant would immediately unblock the train by placing
the cock in the position 2. As in all cases the passage of the releasing current has the
effect of maintaining the valve of the releasing valve which communicates with
the auxiliary reservoir, inclosed, the driver or attendant will also be enabled, by

page_text: stopping the passage of the current, to use 4 or 5 air cylinders supplied from the
auxiliary reservoir for applying the brakes before reaching the station where
he will have the damaged parts repaired or replaced under the protection of the
signals.
In this case, it is the release valve E alone which is actuated; by cutting off the
current the applying effect will be produced, while the air passes through the
pipes C and G and by re-establishing the current the roleasing effect is produced
by closing G and opening F.
It is evident that according to the systems of brakes I may employ as the
automatic switching devices the distributors themselves, as I have indicated by way
of example, or I may use the brake picces, the movement of which results from the
movement of the distributors.
The arrangement which I have described as applied to the ordinary Westinghouse
brake would be likewise applicable to all other analogous systems, with suitable
modifications, and particularly to the quick-acting Westinghouse brake, to which a
gradual applying and releasing offect would be thereby imparted, while at the same
timo giving to the releasing operation that rapidity of action which it lacks.
Moreover the herein before described advantages with regard to abrupt stoppages
would be obtained.
In this latter case, I should make use, for example, of the slide itself of the triple
valve without any switch or of a part connected to this slide or of any other
suitable part, the movement of which would result from the fact of setting the
Westinghonso triple valve in action.
Figures 5 and 6 represent a vertical section and side elevation, respectively, of a
modification of my system which only differs from the preceding by the fact that
in the applying aud releasing valves the diaphragms are replaced by hot pressed
leather pieces or by segmental pistons, the operation remaining the same.
arrangement is of a simpler construction and the joints are less numerous.
This
I may likewise employ in applying and releasing valves, polarized électro-
magnets, which would enablo mo to use only one single wire instead of two and
which would moreover afford the possibility of using directly metal coupling heads
so as to establish the communication between two vehicles, without the necessity
of adding special contacts thereto.
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. The combination with continuous pneumatic brakes, of an electric actuating
devico set in action by the operation of the driver's or attendants manipulating
cock producing for the applying as well as for the releasing operation the
simultaneous and immediate movement of all the distributors, while at the same
time their action upon ench vehicle is replaced until such action has had time to
take effect; the effect of the electric actuating dovice ceasing for the applying as
well as for the releasing operation as soon as the distributors are set in motion, 80
that an instantaneousness and continuity of the action of the brakes is obtained und
that, if the electric device fails to act, the brakes will novertheless be applied and
released as usual without any delay and without any necessity for the driver or
attendant to have recourse to again actuate the manipulating cock.
The use of the distributors serving as automatic switching devices and causing to
stop, by their own movement, the action of the clectric actuating device which has
instantaneously produced all over the length of the train or which has replaced
their action until they commence to move and which is immediately followed by the
pneumatic action; the said switching devices insuring moreover the graduation of
the amplitude of the movement of the triple valves, which fact permits of realizing
a regulation of the applying and releasing actions.
2. In the releasing valve the combination of the movable system of valves and g
and of the diaphragm which permits of discharging the brake cylinder when the
B

page_text: same communicates by the triple valve with the auxiliary reservoir without loss of
Bir from this latter and which morcover prevents abrupt stoppages, while affording
at the same time the possibility of a further applying and releasing action, as
hereinbefore described.
3. With a manipulating cock of the type called cock with equalizing, having a
large neutral zone, electrically applying or releasing the brakes without causing
the pneumatic action proper to take place and consequently of safely and efficiently
graduating the braking action on incliues, owing to the operation of the switching
device and of the releasing valve indicated hereinbefore, and in case of rupture of
the air pipe, the possibility of permitting four or five or more applying and
releasing actions to be produced in case of the device having been injured.
4. The different constructional devices as shown and described and operating as
and for the purposes specified.
Dated this 2nd day of December 1895.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.