Year: 1886

page_text: Date of Application, 29th Oct., 1886
Complete Left, 29th July, 1887.
Complete Accepted, 11th Oct., 1887.
I JAMES YATE JOHNSON of 47 Lincolns Inn Fields in the County of Middlesex
Gentleman do hereby declare the nature of this Invention which has been
communicated to me from abroad by Léon Soulerin of 4 Rue Marsollier Paris in the
Republic of France Engineer to be as follows:-
This Invention relates :-
First. To apparatus for operating Railway brakes by means of compressed air.
Secondly. To apparatus for working Railway brakes by means of rarefied air or
vacuum.
Thirdly. To apparatus which may be acted upon by either compressed air or by
rarefied air for operating Railway Brakes.
Fourthly. To apparatus for working Railway Brakes either by vacuum or
compressed air or as plain brakes in combination with electrical appliances so as to
secure the advantages of an automatic brake and also to obtain a prompt application
of the brakes especially in the rear part of long trains.
In carrying out this Invention with reference to compressed air brakes the
Locomotive Engine (or other convenient part of the train) is provided with an air
pump a main compressed air reservoir and a driver valve or governor and each
vehicle composing the train carries a distributing valve an auxiliary compressed air
reservoir and a brake cylinder containing pistons or diaphragms operated by the
compressed air as hereinafter described.
The air compressed by the pump is conducted to the main reservoir in which it is
stored for use as required its exit therefrom being governed by the drivers valve
through which it must pass to the main brake pipe extending along the train. The
compressed air admitted to the main tube or pipe from the main reservoir passes
through the drivers valve thence through the distributing valves into the auxiliary
reservoirs which are maintained full of compressed air so long as the brakes are not
required to be applied.
By reducing the pressure of air in the main pipe the distributing valves will be
caused to act so as to establish communication between the auxiliary reservoirs and
the brake cylinders thereby setting in motion the pistons or diaphragms therein and
so apply the brakes.

page_text: Upon restoring the pressure or air in the main pipe the organs contained in the
distributing valve will resume their former position the air which had entered
the brake cylinders will escape into the atmosphere and the brakes will be
removed.
The air pump (which may be arranged to work either vertically or horizontally) is
worked by steam from the boiler of the locomotive which steam is admitted to the
valve chest of the pump between two small pistons fitted to work in cylinders
arranged at the opposite ends of the valve chest the two pistons being however
connected together so as to move simultaneously by a hollow rod which also carries
the main slide valve which regulates the admission of steam to the pump cylinder.
The two small pistons working in the steam chest are of unequal areas and the outer
face of the smaller one is at all times in communication with the external
atmosphere whilst the outer face of the larger one is made to communicate alternately
with the interior of the valve chest and with an exhaust passage governed by an
auxiliary slide valve carried on a rod which passes through the hollow rod which
carries the two pistons. In starting the pump the steam admitted into the valve
chest acts upon the inner face of the larger one of the two pistons causing it to move
forward and with it the smaller piston and the main slide valve and thus open the
port for admitting the steam to that end of the pump cylinder opposite that towards
which the small pistons had been moved. The steam thus admitted to the pump
cylinder forces the piston thereof to the end towards which the small piston had
moved and when it is just about completing its stroke it comes into contact with one
end of a lever so as to cause the opposite side thereof to move the auxiliary slide
valve causing a communication to be made between the outer face of the larger of
the two pistons and the interior of the valve chest the live steam then acting upon the
piston causes the main slide valve to move and admit steam to the opposite end of
the pump cylinder and so reverse the motion of its piston. When the piston is
about completing this return stroke it strikes one end of another lever similar to that
before referred to so as to cause the opposite end of the said lever by acting upon
the rod carrying the auxiliary slide valve cause the said valve to move and open a
communication between the outer face of the larger of the two small pistons and an
exhaust passage whilst live steam admitted to the steam chest by acting on the inner
face of the said piston will again reverse the main slide valve and consequently the
stroke of the piston as hereinbefore described.
Stuffing boxes or equivalent means are provided inside the hollow rod carrying the
small pistons for the rod carrying the auxiliary slide valve to work, in to prevent
leakage.
The air is forced by the pump into the main reservoir and as the pressure therein
increases the speed of the pump piston decreases and finally comes to a stand still when
a suitable pressure is obtained in the reservoir. When the pressure in the reservoir is
reduced the pump piston will start again automatically and stop only when the normal
pressure has been reestablished.
The levers for effecting the movements of the slide valves may be arranged outside
the pump cylinder and acted upon by means of rods passing through the end cover
of the said cylinder. The pump piston rod is hollow and fitted in the interior with a
rod attached to the auxiliary slide valve so that when the pump piston is about
completing its strokes the internal rod is moved by the piston so as to move the
auxiliary slide for the purpose of operating the main slide valve as hereinbefore
'described.
The pump may be worked expansively by providing it with an additional slide
valve placed on the top of the main steam cylinder and worked by a rod as
herein before last described and providing in addition to the two differential pistons
two other pistons working in cylinders forming extensions of the valve chest. The
rod carrying the differential pistons and the main slide valve (which is an expansion
slide valve) is prolonged at each end so as to enter the additional cylinders through
stuffing boxes the said extended ends being hollow to receive and serve as guides to
the rods of the additional pistons. The additional cylinders are in communication
1

page_text: with each other at the front sides of the pistons by a pipe or pipes and with the
main compressed air reservoir through a pressure regulator and the spaces in the
cylinders at the opposite sides of the pistons are in communication through pipes
the one with the upper chamber and the other with the lower chambers of the air
cylinders.
The time for admitting steam and consequently the moment when the expansion of
steam is to commence is dependent upon the pressure in the spaces in front of the
additional pistons which pressure is regulated by the drivers valve hereinafter
described. When the piston in the air cylinder reaches that point when the pressure
in the compression chamber gets superior to the pressure of the air contained in the
spaces in front of the additional pistons then one or other of the said pistons (as the
case may be) is moved by the difference in the pressures and brings the main slide
valve into position to stop the admission of steam to the pump cylinder and at the
same time opens the exhaust passage. The pump piston then continues its course
under the action of the expanded steam until the motion is reversed by the working of
the auxiliary valve hereinbefore referred to.
Whilst the expansion is taking place the main valve will remain in the place
it has been brought to until operated by the auxiliary valve as hereinbefore
described.
The Drivers brake valve is connected to the main compressed air reservoir and
also with the main air conductor or brake pipe; contains a spiral spring
surrounding the valve spindle and acting on one side of the valve against the
pressure in the air reservoir acting on the opposite side of the valve upon which
spring pressure can be varied at will by means of a screwed stem provided with a
handle or hand wheel. The valve, consists of a piston working in a cylindrical
portion of the valve case and provided with a cupped leather packing. To the lower
part of this piston is attached a slide valve which is maintained against its seat by a
spring the object of this slide valve being to open and close an outlet for the air
according as the pressure in the brake pipe is required to be reduced or to be
maintained.
In the passage leading from the main compressed air reservoir to the brake pipe
is an air valve which under the action of the air pressure in the reservoir remains
close on its seat so long as it is not acted upon by the motions of the
piston valve.
To introduce pressure in the brake pipe the spring surrounding the valve spindle
is compressed by means of the hand wheel so as to move the piston valve bringing it
in contact with a stem on the valve in the air passage so as to remove the said valve
from its seat and allows compressed air to enter the brake pipe until the pressure
therein is equal to or equilibrates the pressure of the spring whereupon the pressure
of the piston will be removed from the valve stem and the air valve will be again
pressed against its seat whilst the slide valve attached to the piston will be in the
position to close the opening in the valve case and thus maintain the pressure in the
brake pipe. So long as the pressure acting upon both sides of the air valve and
upon the piston is equal the air valve will remain on its seat but so soon as for any
cause whatever the pressure is reduced in the brake pipe the spring will act again
through the piston to open the air valve until such a quantity of compressed air
has passed from the reservoir into the pipe as will reestablish in it the original
pressure.
When the spring is released by means of the hand wheel the piston will be raised
by the under pressure of air until the slide valve attached thereto will be brought into
the position to open the outlet passage in the valve case through which the compressed
air will then escape and thus reduce the pressure in the brake pipe.
In the pipe or passage connecting the drivers valve with the brake pipe and within
reach of the driver is a three ways cock by means of which in case of emergency the
whole pressure in the brake pipe may be removed.
In cases where the drivers valve hereinbefore described is employed to work plain
brakes the three ways cock last described is so arranged as to open communication

page_text: between the compressed air reservoir and the brake cylinders and at the same time
close all communication between the said cylinders and the lower side of the piston in
the drivers brake valve.
The distributing valve hereinbefore referred to contains two pairs of flexible
diaphragms or pistons the diaphragms of one pair being connected together by a rod
upon which is mounted a valve whilst the diaphragms of the other pair are connected
together by means of a hollowed rod in which is fitted a retaining valve and to which
hollowed rod is also fixed another valve hereinafter referred to. The diaphragms of
this latter pair are secured at their peripheries each in a separate chamber separated
by a partition through which the hollow connecting rod passes and the outer sides of
these diaphragms are in free communication with the external atmosphere. When
the full pressure is turned into the brake pipe the compressed air from the main
reservoir is admitted through an opening into a space between the two pairs of
diaphragms and passes thence through the hollow connecting rod and lifting the valve
therein enters the auxiliary reservoir and fills the space underneath the upper one of
the other pair of diaphragms. This diaphragm being thus submitted on both sides to
very nearly equal pressures will remain undisturbed and the valve carried by its
spindle will rest on its seat but without pressing upon it.
Whenever the pressure is reduced in the brake pipe the valve in the hollow con-
necting rod will be pressed against its seat and the compressed air contained in the
auxiliary reservoir acting on the outer surface of the diaphragm will cause the other
valve on the rod to rest heavily on its seat whilst the pressure of the said air on the
under or inner surface of the upper one of the other pair of diaphragms will cause the
valve on its connecting rod to be lifted and the brakes to be applied. The reintro-
duction of the pressure in the brake pipe will cause this latter valve to return to its
seat and the valve carried by the hollow connecting rod to be raised in such a manner
as to let out into the atmosphere the compressed air which had worked in the brake
cylinders and thus the brakes will be removed.
When the brakes are to be applied "full on” by making only a partial reduction of
pressure in the brake pipe whilst at the same time the largest amount of pressure to
be allowed in the brake cylinder is inferior to the pressure in the auxiliary reservoir
an additional valve is carried by the solid rod connecting the diaphragms hereinbefore
described the said addition valve closing against the partition which separates the
chambers in which the separate diaphragms of the pair work so as to cut off the
communication between the brake cylinder and the auxiliary reservoir.
A released valve is suitably arranged so as to let the air escape whenever the brakes
have been set automatically.
It is preferred in practice to employ instead of the flexible diaphragms carried on
the solid connecting rod hereinbefore described two pistons provided with cupped
leather packing and in place of the other pair of diaphragms on the hollow connecting
rod one single piston with cupped leather packing and carrying a slide valve operated
by a spring to put the brake cylinder in communication with the outside air.
When the full pressure is maintained in the brake pipe the compressed air reaches
the reservoir by passing around the packing of the pistons causing the slide valve to
obey the action of the spring and to maintain the communication of the cylinder with
the outside air.
A reduction of pressure in the brake pipe will cause the cup leather packings of the
pistons to be applied against surfaces of their cylinders and the valve carried by the
connecting rod to be lifted from its seat whilst at the same time the pressure acting
on the piston connected to the slide valve will move the said valve against the pressure
of the spring so as to close the communication between the cylinder and the outside
air and the brakes will then be applied.
The area of the valve on the connecting rod of the pistons may be such as to
regulate the amount of reduction in the pressure of the pipe which will be necessary
to start the working of the apparatus.
If required the connecting rod may be with an additional valve to act as and for
the purpose hereinbefore described.

page_text: According to another arrangement two pistons are employed mounted on a solid
connecting rod as hereinbefore described. But in addition thereto two other pistons
of uneven diameters are employed and connected together by a rod extending outside
the case where it is provided with another valve the object of which is to shut or open
the exhaust of the brake cylinder.
The main object of this distributing valve is to reduce as much as possible the stroke
of the pistons in it and consequently the volume they generate during their stroke.
It is with that end in view that instead of making use of sliding valves lifting valves
are employed such as will with a very small lift allow around their circumference a
sufficient area for the passage of the air. The reduction of volumes thus generated by
pistons in the distributing valves admits of greater rapidity in the transmission of a
train of the reduction of pressure and consequently insure quicker action of the brakes
unaccompanied with shocks and jerks.
A lever provided on the upper part of the valve facilitates of the releasing from the
interior of the valve the air contained in the Brake cylinders when the brakes have
been applied automatically.
According to another mode of constructing the distributor, the reservoir is made to
communicate directly with the brake pipe and is provided with a retaining valve.
The brake cylinder communicates with a chamber open to the upper side of a
diaphragm or piston the rod carrying a valve which when the brakes are on, is pressed
against its seat by the action of the pressure in the brake cylinder and of a properly
adjusted spring. The introduction of the pressure in the brake pipe will lift this valve
from its seat and cause the brakes to be released. Two other diaphragms or pistons
are arranged to work in separate chambers beneath the diaphragm before referred to
and but connected together by a rod which is when required provided with a second
valve to act in the same manner and for the like purpose to that described with
reference to the previous arrangements. When pistons are used instead of the two
diaphragms last described the air reservoir is not in direct communication with the
main pipe and it has no retaining valve.
The improvements in vacuum brakes comprise the employment of a large ejector
a small ejector and a drivers brake valve. The large ejector is intended to work only
when it is required to quickly produce a certain vacuum in the brake pipe and the
small ejector is to be used to produce or maintain a slight rarefaction in the brake
pipe. Both ejectors can be made to work at the same time.
The drivers brake valve contains five ports or passages communicating respectively
with the outside atmosphere the boiler the large ejector the small ejector and the
brake pipe. The pipe or passage leading to the large ejector is provided with a
T piece rendering it practicable if required to feed a steam brake cylinder in case for
the lack of space such brake cylinder had to be mounted on the locomotive.
The brake pipe is provided with an additional release valve so that it is often
unnecessary to keep open the communication between the drivers brake valve and the
outside air. The opening in this connection is provided with a plug by means of
which the communication can, at will be closed or opened, when it is opened a small
valve admits air to inside the pipe should the vacuum reach above a certain degree.
When the handle of the drivers brake valve is in one position (say to the left) there
will be no communication between the brake pipe and the external air and no
admission of steam to either of the ejector, when the handle is placed in middle
position, the small ejector is acting, and, if the plug hereinbefore referred to is opened,
the outside air can enter the pipe whenever it can lift the valve. When the handle is
at the right side, both ejectors are working, and no air can enter the brake pipe.
Retaining valves may be provided to prevent the air from entering the brake pipe
through the ejectors, when they have stopped working.
The apparatus for enabling the brakes to be worked either by vacuum or by
compressed air consists of an auxiliary compressed air reservoir, a vessel or cylinder,
containing a diaphragm or a piston a valve box and valves between the vessel or
chamber and the main brake pipe, and a distributing valve, such as has been herein-
before described and so arranged that the pressure in the space in the vessel on the

page_text: side of the piston nearest the brake block can never exceed one atmosphere or
thereabout. This space communicates, in some cases, through a valve with the outside
which valve is also used as a released valve, when the brakes have been put on
automatically by compressed air. The piston or diaphragm rod passes through a
stuffing box to the brake block.
When working by vacuum, the valves in the valve box herein before referred to aro
in their elevated position and the air is introduced in the vessel beneath the diaphragm
through the release valve last described, when the vacuum is made in the brake pipe
and in the vessel above the diaphragm. Upon admitting air into the brake pipe, the
air in the space beneath the diaphragm escapes through a valve and the brakes are
released.
When working the brakes by compressed air it is prevented whilst the pressure is
maintained in the brake pipe from entering the space in the vessel above the
diaphragm by a valve in the valve box hereinbefore described, which space is in
communication through another valve in the said valve box with the outside. Upon
reducing the pressure in the brake pipe the compressed air enters the space beneath
the diaphragm and applies the brakes. The release of the brakes is accomplished by
reestablishing the pressure in the pipe, as already explained.
The apparatus for operating either as an automatic vacuum brake or as an automatic
compressed air brake consists of an auxiliary compressed air reservoir a distributing
valve, a regulator, and an enclosed space or cylinder provided with a moveable
diaphragm or piston as hereinbefore described.
The distributing valve is in communication at one part with the brake pipe ; at
another part with the auxiliary reservoir, and at another part with the space in the
cylinder at the rear of the diaphragm, at another part with the space or chamber of the
same cylinder in front of the diaphragm; and at another part it is in communication
with the outside air this latter part being provided with a wire cloth or with dry
sponge or other suitable material, in order to prevent the entering of dust or other
extraneous matter.
The flexible diaphragm (which can be replaced by a piston) is connected to a rod
provided with two valves and this diaphragm with the valves are lifted by a spring
when the pressure is not acting upon them. The upper end of the rod is hollow to
receive a double seated valve (in addition to those previously mentioned) provided
with openings for air from the reservoir into the brake pipe. The double seated
valve is supported upon a slight spring the tension of which is about sufficient to
equilibrate its weight whilst another bearing upon the top of this valve tends to
prevent it from closing the opening passage leading to the brake pipe when working
by vacuum.
On another rod arranged parallel to the diaphragm rod there are mounted three
valves which for the purpose of explanation I will designate y and z these valves
are supported by a spring of a strength equal to or about equal to their weight.
Above the valve is a conduit in which a retaining valve is maintained loosely against
its seat by a spring upon which it rests.
To work the brakes by compressed air the distributing valve works in the following
manner.
So long as the brakes are not applied the spring supporting the diaphragm and the
valves on its rod yields under the pressure maintained in the brake pipe the valve in
the hollow end of the rod is maintained against its seat on the end of the rod and the
upper valve on the diaphragm rod is maintained against its seat thereby closing the
space beneath the diaphragm from the compressed air reservoir. The compressed
air entering the reservoir through the passage above the valve x maintains the valve
upon its seat and the valve off its seat the spaces beneath the valve y and the
top valve on the diaphragm spindle being now open to the exterior.
A reduction of the pressure in the brake pipe will cause the retaining valve in the
passage above the valve x to be closed first, and then the valve in the hollow end of
the diaphragm rod will close the communication between the brake pipe and the space
above the diaphragm which diaphragm will rise and with it the valve on the lower end

page_text: of its rod so as to cut off the communication between the space beneath the diaphragm
and the external air. The air in the reservoir will expand into the brake cylinder in
passing through the regulator and thus apply the brakes.
Should the reduction of pressure in the pipe be accidental and slight the spring
bearing upon the valve in the hollow end of the diaphragm rod will not be overcome
and although the spring acting beneath the diaphragm be expanded to its full extent
yet there would be no connection between the cylinder and the reservoir and the
progress of the train could be continued without inconvenience.
In working with a vacuum as the motive power, when the brakes are not applied,
the several parts of the apparatus are in such position that communication is made
between the brake pipe and the auxiliary reservoir; with the space at the rear of the
diaphragm; and with the space below the valve a hereinbefore referred to.
By destroying the vacuum in the brake pipe the valve in the hollow end of the
diaphragm rod will be forced to its scat on the rod, which rod together with the
diaphragm will then descend until the upper valve on the rod is brought to its seat,
and the valve on the lower end of the rod is removed from its seat thus establishing a
communication between the space in front of the diaphragm and external air which
will cause the brakes to be applied.
When the brakes have been applied automatically, they may be released by raising
the diaphragm rod by means of a lever suitably arranged-If working with compressed
air the brakes will be released by lifting the rod carrying the valves x y and z herein
before referred to and if a vacuum has been used as the motive power the vacuum
may be destroyed by raising the diaphragm rod so as to admit air to the diaphragm
chamber.
According to another mode of constructing the drivers brake valve the hollow in
the diaphragm rod and the valve therein as hereinbefore described is dispensed with
and the rod which in the previous arrangement carries three valves y and z is in
this arrangement fitted with only two valves and y-The upper end of this rod is
hollowed or recessed to receive the tail or stem of the valve which is detached from
the rod This valve is prevented by a spring from closing the passage leading to
the diaphragmn chamber only when working with vacuum power. The weight of the
valves is sustained by a spring.
In working with compressed air so long as the brakes are off the compressed air
communicates with the reservoir and causes the valves x and y to close whilst the
valve is opened so as to allow the space below the valve y to communicate with the
outer atmosphere and the diaphragm is pressed downwards as already described in
the former apparatus. When the pressure is reduced in the main pipe the valve a
acts as a retaining valve and closes the passage leading to the pipe and the diaphragm
is lifted and raised and the brakes applied-The reintroduction of the pressure in the
brake or main pipe will release the brakes.
With vacuum power the valve z will be retained on its seat and the valve will be
raised from its seat by the air drawn from the reservoir so long as the brakes are not
to be applied.
The introduction of the atmospherical pressure in the brake pipe will close the
valve 2, and at the same time it will cause openings in the valve to be closed by the
end of the valve spindle and the brakes will be applied. The ejectors hereinbefore
described are employed in rarefying the air again for the purpose of releasing the
brakes.
According to another arrangement or construction of distributing valve, the springs
employed in the arrangements herein before described are dispensed with.
In this arrangement, when compressed air is employed and the brakes are off, the
compressed air enters through suitable passages to a chamber in front of a diaphragm
or piston fitted therein, the opposite face of which diaphragm or piston is acted upon
by the pressure of the outer atmospheres.
The compressed air thus admitted to the chamber, acts also upon the under side of
a valve on the diaphragm rod, causing the said valve rod to rise, and with them,

page_text: another diaphragm, the rod of which latter diaphragm slides upon the lower diaphragm
rod, and is provided with two valves. When the lower one of these valves is nearly
pressed against its seat by the rising of the rod, the lower diaphragm rod is stopped
by a projection thereon, so as to leave open a passage for the compressed air through
the boss of the upper diaphragm, which air will enter the chamber containing the
valves y, z, forcing the valve y against its seat and passing thence through the chamber
into the reservoir.
A reduction of pressure in the main pipe causes the brakes to be applied and the
brakes will be released by the reintroduction of the pressure in the brake pipe.
When working by vacuum power, the vacuum is maintained in the main pipe,
whilst the brakes are off; the lower diaphragm is raised by the atmospheric pressure
acting on its underside and thus raising the valve in the diaphragm rod from its seat,
so that the air can be exhausted from the chamber above the upper diaphragm and
from the chamber containing the valves y and z, which chambers then communicate
with the main-pipe.
The introduction of air in the main pipe forces the valve on the lower part of the
upper diaphragm rod against its seat, the valves y and z, remaining unmoved, so
that the chamber containing them and also the auxiliary cylinder are in com-
munication, whilst the atmospherical pressure acts on the underside of the diaphragm
or piston in the brake, vase or cylinder, and thus the brakes are applied. By
exhausting the air from the main pipe the brakes will be released.
The regulator employed in the apparatus for operating either as an automatic
vacuum brake or as an automatic compressed air brake, consists mainly of two
diaphragms or pistons of different areas, arranged like the diaphragms or pistons
herein before described, with reference to the driver's valve and connected by a rod
carrying a valve or valves. The chamber at the upper side of the upper diaphragm
communicates always with the main pipe whilst the under-side of the lower diaphragm
is open to the outside air. The chamber at the lower side of the upper diaphragm
is provided with a port leading to the distributing valve and the chamber at the upper
side of the lower diaphragm is provided with a port leading to the brake cylinder or
vessel. When working with compressed air, the pressure admitted to the brake
cylinder or vessel will never exceed about one atmosphere. When working with com-
pressed air, the pressure in the brake cylinder will increase as the reduction of pressuro
in the main pipe increases. The apparatus may be worked by vacuum, as by reason of
the lower diaphragm being larger than the upper one, the valve on the diaphragm rod
will always be raised by the pressure of the external air, and consequently the
communication between the distributing valve and the brake cylinder will remain
open.
When the brakes are to be applied by compressed air, although there may be a
partial reduction of pressure in the main pipe, the diaphragm rod is provided with
two valves, one of which is provided with small openings with a valve or valves so as
to allow the air, when working with vacuum, to flow to the distributing valve, whilst
the air cannot pass through the openings in the other direction.
The space in the brake cylinder, which is in communication with the air reservoir
when the brakes are on, is so large that its capacity, added to that of the reservoir, will
insure a proper degree of vacuum to apply the brakes, and the space on the other
side of the diaphragm or piston in the brake cylinder is such as to reduce the
clearance to a minimum.
Electrical apparatus may be combined with plain vacuum or compressed air brakes,
in order to obtain, at a small cost, the advantages of automatic action, and also a
quicker action on the vehicles in the rear of a long train.
For this purpose, an insulated wire, which may be placed inside of the main brake
pipe connects the locomotive with the rear vehicle of the train. This vehicle carries a
galvanic battery, the circuit with which is closed by the wheels of the vehicles and
the rails. On one, or on several of the vehicles composing the train, are pneumatic
apparatus which can work either as automatic or as plain brakes, as the case may be.

page_text: The current passing through insulated wire, magnetises, an electro magnet which
thus attracts an armature electrically connected to a Hughes' Electro-magnet,
(consisting of a powerful horse-shoe magnet provided at each end with bobbins wound
round soft iron cores) holding an armature which prevents the brake from working
automatically. Should the insulated wire be broken, a spring brings the armature of
the electro magnet connected thereunder into contact with a shunt so as to close a
circuit, in which the current acts in opposition with the Hughes' magnet, the armature
of which will be instantly released and the brakes applied automatically.
A second battery may, if desired, be placed in the engines cabin, so as to signal
any breaking of the insulated wire.
A single electro-magnet only could be used, if the current passing through it, is
made to act directly upon an armature, which in the event of any interruption of the
current, would apply the brakes.
The engine Driver is provided with means for breaking the circuit when required,
and thus control the action of the automatic brake.
In apparatus for working with compressed air, either as a plain brake or as an
automatic brake, a distributing valve is employed, in which the rod which connects
the two diaphragms thereof, projects outside the case, and is there provided with an
armature attracted by the magnet, so as to prevent the valve on the diaphragm rod
from being lifted up. A valve, working inside of a box, placed between the distributing
valve and the brake cylinder, is faced on both sides and has an upper and a lower
seat; when compressed air is sent into the main pipe, so as to apply brakes,
the auxiliary air-reservoir gets filled with compressed air, and remains full
owing to the use of a retaining vaive. In order to release the brakes, the driver. will
discharge the air from the main pipe. Should the armature in the diaphragm be
released by the interruption of the electrical current, the valve in the box before
referred to, will be raised against its upper seat, and the brakes will be applied
automatically.
Or the apparatus may be made to work in the reverse manner by providing means
to prevent the automatic distributing valve from moving downwards. When the
driver, discharges the air from the brake pipe to put the brakes on, he will at the
same time create a vacuum in the auxiliary reservoir, which vacuum will be maintained
while the brakes are off.
According to another arrangement, the apparatus may be worked as plain or as
automatic brakes, and with quickness of action on the rear vehicles of a train.
An auxiliary reservoir, a distributing valve and a valve box, such as have just been
described, are employed in combination with an additional and larger air reservoir, and
an additional distributing valve, to insure quickness of action. When arranged to work
with compressed air, the distributing valve is fitted with two pistons connected by a
rod extending outside and underneath the case and carries an armature, to be attracted
by a Hughes Electro-magnet. In the working by vacuum, the additional distributing
valve is also provided with two pistons, the cupped leather packings of which have
their free edges in opposite directions, so as to apply when a vacuum is produced in
the space between the pistons. The valve on the rod of the pistons is arranged to
close upwards so as to prevent air flowing from above the lower piston towards the
lower face of upper piston. The Hughes' magnet is so placed as to keep the pistons
lifted up. In all cases, the same electro-magnet acts upon the piston rods of both the
distributing valves.
Every time compressed air is sent from the main reservoir for the purpose of
setting the brakes, the two auxiliary reservoirs are filled and remain filled even after
the brakes are off. Consequently, if the Engine Driver breaks at any time the
electrical circuit, the pistons of the two distributing valves will be lifted up and
the air will flow from one of the auxiliary reservoirs into the brake cylinder of the
vehicle, whilst the air, which was stored up in the additional reservoir, will pass into
the main pipe and will cause the brakes to be applied. The air in passing towards
the front of the train will meet the air coming from the main reservoir on the
locomotive, which air will finally restore, in the auxiliary reservoirs, their former
B

page_text: pressure. When the brakes are being taken off, the Driver will also close the
Electrical circuit, which will cause the magnet to attract again its armature, and
thus retain in store for future use the compressed air which had found its way into
the reservoirs.
Of course, the Driver may work the Electrical cut off and the pneumatic valve,
simultaneously or successively, as may be more advantageous.
The working by vacuum power would be done in a similar way, with the exception
that the air will flow in reverse directions, and the pistons in the distributing valves
will work downwards, instead of upwards.
Dated this 29th day of October 1886.

page_text: COMPLETE SPECIFICATION.
Improvements in or Connected with Pneumatic Railway Brakes.
I JAMES YATE JOHNSON of 47 Lincolns Inn Fields in the County of Middlesex
Gentleman do hereby declare the nature of this Invention which has been communicated
to me from adroad by L. Soulerin of 4 Rue Marsollier, Paris in the Republic of France
Engineer and in what manner the same is to be perforined to be particularly described
and ascertained in and by the following statement :-
This Invention has for its principal object to provide pneumatic brake apparatus in
which the distribution of the brake power can be regulated at will by the driver and
also in which when required the air pressure introduced in the brake cylinders shall
not exceed a fractional amount of the air pressure in the auxiliary compressed air
cylinders, and it relates.
1st. To apparatus for operating Railway brakes by means of compressed air.
2nd. To apparatus for working Railway brakes by means of rarefied air or
vacuum.
3rd. To apparatus which may be acted upon by either compressed air or by rarefied
air for operating Railway Brakes and
4th. To apparatus for working Railway Brakes either by vacuum or compressed air
in combination with electrical appliances so as to secure the advantages of an
automatic brake and also to obtain a prompt application of the brakes especially in
the rear part of long trains.
In carrying out this Invention with reference to compressed air brakes the
locomotive engine (or other convenient part of the train) is provided with apparatus
illustrated in Figure 1 consisting of an air pump A a main compressed air reservoir B
and a drivers valve or governor C and each vehicle composing the train carries
apparatus illustrated diagrammatically in figure 2 consisting of a distributing valve E
an auxiliary compressed air reservoir Bx and a brake cylinder F containing pistons or
diaphragms operated by the compressed air as hereinafter described.
The air compressed by the pump A is conducted to the main reservoir B in which
it is stored for use as required its exit therefrom being governed by the drivers valve ()
through which it must pass to the main brake pipe Z extending along the train.
The compressed air from the main reservoir passing through the drivers valve enters
the main pipe Z and passes thence through the distributing valves E into the auxiliary
reservoirs B which are maintained full of compressed air so long as the Brakes are
not required to be used.
By reducing the pressure of air in the main pipe the distributing valves will be
caused to act so as to establish communication between the auxiliary reservoirs and
the brake cylinders thereby setting in motion the pistons or diaphragms therein and so
apply the brakes.
Upon restoring the pressure of air in the main pipe, the organs of the distributing
valve will resume their former position, the air which had entered the brake cylinders
will escape into the atmosphere and the brakes will be removed.

page_text: The air pump which is illustrated in figure 1 may be arranged either vertically as
shewn or horizontally; it is operated by steam from the boiler of the Locomotive
which steam is admitted to the valve chest A* between two small pistons a and b of
unequal areas fitted to work in cylinders at the opposite ends of the valve chest, and
connected together so as to move simultaneously by a hollow rod F which also carries
the main D slide valve c for regulating the admission of steam to the cylinder A².
The lower face of the smaller piston b is at all times in communication with the
external atmosphere by the passage d whilst the upper part of the larger one a is made
to communicate alternately with the interior of the valve chest and with the exhaust
passage e according to the position of the piston slide valve carried on a rod g which
passes through the hollow rod F which carries the two pistons a and b. In starting
the pump steam is admitted into the valve chest by the opening A³ between the
valves a and b and as the area of the piston a is greater than that of the piston 6 the
steam will act on the piston a so as to cause it to move forward and with it the
smaller piston b and the main slide valve c and thus open the port h through which
the steam will then pass into the cylinder A² beneath the piston G whilst the upper
face of the piston will communicate by the port o and centre passage k in the slide
valve c with the exhaust passage H.
The piston G will thus be caused to rise, and when it is just about completing
its upward stroke it comes into contact with one end of a lever I so as to cause
the opposite end thereof to press upon the piston valve f causing it to descend and
thereby open a communication between the space above the face of the piston a
and the interior of the valve chest. The live steam from the steam chest will then
pass through the passage m and thence round the piston valve f and through the
passagen into the space and by acting upon the piston a will cause the main slide
valve c to move downwards so as to open the port o to admit steam to the upper side of
the piston G to effect its return stroke. When the piston is about completing this
return stroke it strikes one end of a lever I* so as to cause the opposite end thereof to
press upon the piston p which is fast on the rod g to the upper end of which the
piston valve fis fixed.
The piston valve f being thus raised opens a communication between the outer face
of the piston a and the exhaust passage è the live steam admitted to the steam chest
passing through the passages m and 'n into the space and by acting on the inner
face of the said piston a will again reverse the position of the main slide valve c so as
to reverse the stroke of the piston as hereinbefore described. The rod g which slides
in the hollow valve rod F passes through a stuffing box in the piston a so as to
prevent the escape of steam at that part whilst the piston p also prevents the escape of
steam at the lower end of the rod.
The piston valve f will always remain in the positions moved to by the levers I
and I it being maintained in its lowest position by the pressure of the live steam in
the space above the piston G whilst in its highest position it is subjected on both sides
to the pressure of the exhaust steam.
The air is forced by the piston of the pump A into the main reservoir B and as the
pressure therein increases, the speed of the piston G decreases and finally comes to
à stand still when a suitable pressure is obtained in the reservoir, when the pressure
in the said reservoir is reduced the piston G will automatically start again and
stop only when the normal pressure has been reestablished.
The levers I and I* hereinbefore described for effecting the movements of the
pistons ab may be arranged outside the cylinder and acted upon by means of rods
passing thro' the end covers of the said cylinders, the piston rod being hollow and
fitted in the interior with a rod attached to the slide valve f so that when the piston G
is about completing its stroke the internal rod is moved thereby, so as to shift the
valve for the purpose of operating the main slide valve as hereinbefore described.
Figure 3 is a sectional elevation of the Driver's brake valve which is connected
as shewn by Figure 1 to the main compressed air reservoir B and also with the
main conductor or brake pipe Z it contains a spiral spring B2 upon which pressure
can be exerted and varied at will by means of the hollow screwed stem B³ provided

page_text: with a handle or hand wheel K. The spring B2 has a downward pressure upon the
piston which works in a cylindrical portion of the valve case and is provided with
a cup leather packing.
This piston is connected to a slide valve which is maintained against its seat by
a spring the object of which slide valve is to open and close an outlet s for the air,
according as the pressure in the brake pipe is required to be reduced or to be
maintained.
In the passage leading from: the main compressed air reservoir to the brake pipe is
a valve t which under the action of the air pressure in the reservoir B remains close
on its seat so long as it is not acted upon by the motions of the piston 7.
To introduce pressure in the brake pipe the spring B' is compressed by means of
the hand wheel K so as to cause the piston y to descend into contact with the stem {*
on the valve t and move the said valve from its seat-Compressed air will then enter
the brake pipe until the pressure therein is equal to or equilibrates the pressure of the
spring B2 whereupon the pressure of the piston q will be removed from the valve
stem and the valve t will be again pressed against its seat whilst the slide valve r
attached to the piston q will be in the position to close the passages and thus the
pressure in the brake pipe is maintained. So long as the pressure acting upon both
sides of the valve t and upon the lower side of the piston is such as to equilibrate
the power of the spring B2 the valve t will remain on its seat but so soon as, from any
cause whatever the pressure is reduced in the brake pipe the spring B2 will act again
upon the valve stem t* through the piston q to open the valve t until such a quantity
of compressed air has passed from the reservoir into the main pipe as will reestablish
in the said pipe the original pressure.
q
When the pressure of the spring B2 is released by means of the hand wheel K the
piston will be raised by the under pressure of air, until the slide valve is brought
into the position shewn so as to open a communication between the brake pipe and the
passages through which the compressed air will then escape and thus reduce the
pressure in the said Brake pipe.
By compressing again the spring B² the pressure in the pipe will be increased.
Within reach of the driver is a three way cock L (figure 1) by means of which in
case of emergency the whole pressure in the brake pipe may be removed.
In cases where the drivers valve is employed to work plain brakes the three way
cock L should be so arranged as to open communication between the air reservoir and
the brake cylinders and at the same time close all communication between the said
cylinders and the lower side of the piston 7 in the drivers brake valve.
Figure 4 is a sectional elevation of an improved distributing valve with which each
vehicle of a train is provided and in which two pairs of flexible diaphragms m n and
pq are fitted but which may if desired be replaced by pistons.
P
The diaphragms m n are connected by a rod upon which is mounted a valve a and
the diaphragms p q are connected together by means of a hollow rod p* in which is
fitted a retaining valve s, to which hollowed rod is also fixed another valve f. The
upper side of the diaphragm p and the lower side of the diaphragm are in free
communication with the external atmosphere. When the full pressure is turned into
the brake pipe the compressed air from the main reservoir is admitted through the
opening 6 into a space between the diaphragms n and p and passes thence through
the hollow connecting rod p* and lifting the valve s therein, enters by the passage
auxiliary reservoir, and also fills the space between the valve a and diaphragm n which
diaphragm thus submitted on both sides to very nearly equal pressures will retain the
valve a to its seat, and the diaphragm p being equal to the diaphragm q the valve f
will also rest on its seat but without pressure.
I the
Whenever the pressure is reduced in the brake pipe the valve s in the hollow
connecting rod will be pressed against its seat, and the compressed air contained in the
auxiliary reservoir acting on the outer surface of the diaphragm q will cause the
valve to rest heavily on its seat whilst the pressure of the air on the under surface of
the diaphragm n will cause the valve a to be lifted and allow the air to pass thereunder.
and through the passage Y to the brake cylinder and the brakes will be applied.

page_text: The reintroduction of pressure in the brake pipe will cause the valve u to return to its
seat and the valve s to be raised in such a manner as to let out into the atmosphere the
compressed air which had worked in the brake cylinder and thus the brakes will be
removed.
A release valve is suitably arranged in connection with the conduit between the
diaphragm and the brake cylinder so as to let the air escape whenever the brakes have
been set automatically.
Figure 6 is a sectional view illustrating a modified construction of distributing valve
when working with air pressure brakes. It consists of two pairs of pistons m. n and
p. q. The rod which connects the pistons p and q is carried upwards and a valve fis
fastened to it, the object of the said valve being to close when required the exhaust
passage d of the brake cylinder.
The rod which connects the pistons m and n carries a valve a of such diameter that
with a small lift it will provide a sufficient opening for the passage of the air.
The pistons m n p and q are all provided with leather packings the edges of which are
turned as shown in the drawings. The valve a is at least of equal area to that of the
piston q so that the closing of the valve f can always be insured before the valve is
lifted up.
"
As long as the brakes are not to be applied the compressed air enters the distributing
valve through the opening and passes around the pistons pand into the reservoir
by the passage at the same time the pressure acting under the piston / raises the
valve and keeps the exhaust of the brake cylinder open.
The air pressure also acts upon the valve a thereby keeping the passage from the
reservoir to the brake cylinder closed.
When the air pressure is reduced in the main pipe the air contained in the reservoir
presses the leather packings of the pistons p and n against the valve casing, causing
the said pistons to move inwards and the valve f to close the exhaust passage of the
brake cylinder and at the same time causing the valve a to be lifted up so as to allow
the air contained in the reservoir to enter the brake cylinder by the passage Y and
apply the brakes.
A lever Z attached to the spindle of the valve f may be acted upon by means of
wires m* and n* to raise the valve ƒ so as to release the brakes when they have been
applied automatically.
In order to enable the driver to release the pressure in the brake cylinder by degrees
when the brakes are on, the valve f is made as shewn in figure 7 so that the whole of
its lower surface is submitted to the pressure in the cylinder, and to prevent the
lifting of the valve a during the release and the lifting of the valve f during
area of f
the putting on of the brakes, it is only necessary to make the ratio
area of m
area of n
smaller thau ratio
area of p
Figure 8 is a sectional view of a distributing valve employed with automatic vacuum
brakes.
This valve is similar in construction to the last described except that the edges of all
the piston leather packings are turned in the reverse direction and the valves and a
are arranged to close when pressed upwards instead of when pressed downwards as in
Figure 6.
As long as a vacuum is maintained in the brake pipe the brakes are off and
the air is drawn from the reservoir, it passing around the edges of the leather
packings of the pistons p and n whilst the valve a is pressed against its seat by
the outer pressure of air acting upon the piston m the outer face of which piston
is larger than its inner face.
To apply the Brakes a certain amount of air is allowed to enter the main pipe,
whereupon the piston n will be forced downwards by the pressure of air upon the
upper face thereof, and the valve a opened, thereby admitting air from the brake
cylinder or vase into the reservoir until the vacuum above the piston m has become
such as to cause the valve a to be again seated, at the same time by the pressure

page_text: beneath the piston p the valve f is closed as to cut off the communication between
the vase and the outside air.
When the vacuum is restored again in the main pipe the valve is drawn down-
wards and air enters the brake vase or cylinder past the valve f so as to release
the brakes.
Figure 9 illustrates a modification in which instead of the valve fa piston is
fitted to slide in a cylinder and provided with leather packing the edge of which is
turned upwards. When the piston valve is at the lower end of its stroke the brake.
vase or cylinder communicates with the outer air and the brakes are applied-As the
lower face of the piston is always submitted to the same vacuum pressure as the
vase the release of the brakes can be gradual and in order to prevent the valve a from
being removed from its seat during the release of the brakes and the valve f
from opening during the setting of the brakes the.
area of f should be less than
area of p
area of m
area of n
In the distributing valves herein before described both in working with air pressure
and with vacuum power, conical or flat valves such as are shown at a and Fig. 6
are used in preference to sliding valves so as to reduce to the smallest possible amount
the volumes swept or generated by the pistons in the said distributing valves. The
reduction of such volumes is of importance as thereby an increased quickness in the
distribution of the reduction or increase of the pressure along the brake apparatus
contained in a train is obtained, and consequently stoppages may be effected within a
short distance and with reduced shocks or jerks on the carriages.
Another advantage consequent on making the lift of the valve a as small as possible
is that it renders it possible of being controlled from the outside by means of electrical
power as will be explained afterwards.
The sensitiveness of the apparatus may be adjusted to a nicety by regulating the
relative areas of the piston m and the valve a.
Another important feature of this Invention is that by the use of the differential
pistons m and n the brake power can be regulated at will by the locomotive driver
and other important results can be obtained as will appear from the following.
Let Sn and Sm be the respective areas of the pistons n and m.
Pp and Pr be the absolute pressures of the air in the brake pipe and the air in the
reservoir respectively and
Pa the atmospheric pressure.
Sn
Sm
Then the pressure Pƒ in the brake cylinder or vase will be approximately
equal to Pf= (PPp) + Pa (1) in both the air pressure and the vacuum
distributing valves. Then if Sn and Sm are equal or thereabouts the amount of
pressure acting upon the brakes will be nearly equal to the amount of reduction
produced in the brake pipe either in the air pressure or in the vacuim as the case
may be.
The Engine Driver will consequently be enabled to regulate as needed, the brake
power when provided with either a vacuim, automatic brake, or with an air pressure
automatic brake.
When it is desirable to obtain a complete application of the brakes for a partial
reduction either in the pressure or in the vacuim in the main pipe, I make
Sn

page_text: reservoir, and at the same time to obtain a full application of brakes for a partial
reduction of pressure in the main pipe, an auxiliary apparatus S× is provided as
shewn in Figure 10 arranged between the distributing valve S and the brake vase or
cylinder.
This auxiliary apparatus contains two pistons n' and m' and a valve a like the
pistons n and m and the valve a in the distributor. But whilst in the distributor I
Sn¹
Sm¹
make
m
1. I make in the auxiliary apparatus
1 so as to agree with the
Sn
S
sought for expansion in the brake vase.
Compressed air from the main pipe enters the distributor through the passage b
and thence past the leather packings of the pistons n and p and through the passage
to the reservoir. When the pressure is reduced in the brake pipe to a given amount
the reservoir and auxiliary apparatus S*communicate with each other freely and air
flows into the brake vessel through the passage Y until the said vessel is filled with
the air at the maximum pressure it is intended it should receive after which the
valve a' in the auxiliary apparatus S* remains closed whatever may be the subsequent
reductions of the pressure in the brake pipe.
When brakes are to be released, pressure is reintroduced in the brake pipe which
causes the valve a in the distributor S to be set against its seat, and the valve f to
be lifted up, then the air which had gone into the brake vessel to apply the brakes,
escapes into the atmosphere through the passage d the valve being raised.
In the distributor S the space above the piston m does not communicate with the
escape passage d as in the case of Figure 6. In the auxiliary apparatus S× the spaces
above the piston n¹ and below the piston m' communicate with the outside air.
Figures 11 and 12 show how the improved distributing valve can be modified in
order to make it work in combination with two main brake pipes as a duplex brake
that is to say as a plain brake or as an automatic brake the plain brake pipe being
connected with the distributing valve at M in both figures.
Two valves a* and 6× are provided to close the exhaust of the brake cylinder or
vase, so that when working with the plain brake alone, the cylinder or vase cannot
communicate with the outer air through the passage d fitted with the valve f herein-
before referred to.
When working as a plain brake the valve x is closed against its seat and when
working as an automatic brake alone the valve a* is applied against its seat, so as to
prevent any communication between the brake cylinder or vase and the plain
brake pipe.
Figure 13 is a section of another form of distributing valve in which n m are two
pistons provided with leather packing and mounted on the spindle of the valve a.
p is another piston also provided with leather packing and mounted on the spindle
or rod of the slide valve f. A spring k presses against the valve and tends to
maintain it in position to establish a communication between the brake vase and the
outside air.
When full pressure is maintained in the brake pipe the compressed air enters the
reservoir by passing round the packings of the pistons n and p whilst the valve f
under the action of the spring k will be in the position to establish a communication
between the brake vase and the outside air through X and the pressure of the leather
packing of the piston p against the cylinder in which it works will be practically
nothing, so long as full pressure is maintained in the brake pipe.
When a reduction of the pressure in the brake pipe takes place the leather packings
of the pistons n and p will be forced against the sides of their cylinders by the pressure
of the air in the reservoir and the valve, a will be raised from its seat whilst at the
same time the pressure acting on the piston p will move the valve against the
pressure of the spring k so as to close the communication between the brake cylinder
and the outside air and consequently the brakes will be applied.
According to another modification of the distributor as shewn in Figure 14 the
chamber a communicates with the brake pipe at u the auxiliary reservoir is charged

page_text: directly from the pipe and is provided with a retaining valve k. The brake cylinder
communicates at v with the upper side of the diaphragm or piston p the rod of which
carries the valve f which, when the brakes are on, is pressed against its seat by the
action of the pressure in the brake cylinder and of a properly adjusted spring f¹.
Upon the reintroduction of pressure in the brake pipe, such pressure by acting on
the under side of the diaphragm p will lift the valve f from its seat and cause the
brakes to to released. Two other diaphragms or pistons n m are arranged to work
in separate chambers beneath the diaphragm p but connected together by a rod
which is provided with a valve a to act in the same manner and for the like purpose
as described with reference to the previous arrangements. When pistons are used
instead of the diaphragms n and m the air reservoir is not in direct communication
with the main pipe and it has no retaining valve.
Figure 15 illustrates ejector apparatus and drivers brake valve in connection with
vacuum brake apparatus. E represents a large ejector e a small ejector and T the
drivers brake valve.
The large ejector E is intended to work only when it is required to quickly produce
a certain vacuum in the brake pipe and the small ejector e is to be used to produce or
maintain a slight rarefaction in the brake pipe. Both ejectors can be made to work at
the same time.
The drivers brake valve contains five ports or passages 1. 2. 3. 4 and 5 communi-
cating respectively with the outside atmosphere, the boiler, the lare ejector, the small
ejector, and the brake pipe. The pipe or passage 3 leading to the large ejector is provided
with a piece rendering it practicable if required to feed a steam brake cylinder.
The brake pipe is provided with an additional release valve R as it is often
unnecessary to keep open the communication between the drivers brake valve and the
outside air.
The opening in this connection provided with a plug 6 by means of which the
communication can at will, be closed or opened; when it is opened a small valve
admits air to inside the pipe should the vacuum reach above a certain degree.
The apparatus is worked in the following manner. When the handle of the drivers
valve T is turned to its full extent towards the left hand the plug of the valve will
close all the passages 1, 2, 3, 45 and the apparatus will be inoperative. When the
handle is turned towards the right hand so as to bring the plug of the valve into the
position shewn in the drawing the small ejector is brought into action, steam from
the boiler entering therein through the passages 2 and 4, and if the vacuum reach
above a certain required degree, air may be admitted into the brake pipe by opening
the release valve R. By a further motion of the handle of the drivers valve in the
right hand direction both ejectors are brought into action and the brakes rapidly
applied, the communication with the external air being cut off.
Retaining valves are provided to prevent the air from entering the brake pipe
through the ejectors when they have stopped working.
Figures 16 and 17 illustrate arrangements which may be worked either as a plain
vacuum brake or as an automatic compressed air brake and in which R represents an
auxiliary compressed air reservoir, V V* a brake vessel or cylinder containing a
diaphragm or a piston V². N is a valve box arranged between the vessel V V* and the
main brake pipe, and S a distributing valve such as has been hereinbefore described
with reference to Figure and so arranged that the pressure in the space V× can
never exceed one atmosphere or thereabouts. In Figure 16 the space V× communicates
in some cases through a valve s with the outside air which valve is also used as a
release valve when the brakes have been put on automatically by compressed air. The
piston or diaphragm rod passes through a stuffing box to the brake rigging.
When working with a vacuum to apply the brakes a vacuum is formed in the brake
pipe and the chamber V on one side of the piston or diaphragm V2, the valves a and b
in the valve box N being maintained by the vacuum in their elevated position air
being admitted beneath the diaphragm V* through the valve s or around the leather
packing of piston m of distributor S (figure 6).
To remove the brakes the vacuum in the brake pipe is destroyed by admitting air
0

page_text: thereinto, whereupon the air in the chamber V× on one side of the diaphragm will
escape through the valve of the distributing valves and the brakes will be
released.
When working the brakes by compressed air, so long as pressure is maintained in
the brake pipe the valve a, in the box N, will be applied against its seat and the
space V, on one side of the diaphragm V2, will communicate through the valve b, with
the outside air. Upon reducing the pressure in the brake pipe the compressed air
from the reservoir R will pass through the distributing valve S into the space beneath
the diaphragmn V2, and apply the brakes. The release of the brakes is accomplished
by reestablishing the pressure in the brake pipe. In Figure 17 the brakes being set
by pushing a spring is used to raise the diaphragm V2 when brakes are off.
Figure 18 illustrates diagrammatically apparatus for operating brakes either as
automatic vacuum brakes or as automatic compressed air brakes and it consists of an
auxiliary compressed air reservoir R a distributing valve S a regulator valve T and
an enclosed space or brake cylinder V provided with a moveable diaphragm or piston
as hereinbefore described.
Figures 19 and 20 are respectively a vertical section and a horizontal section of one
kind of distributing valve which may be used therewith. This valve is in communi-
cation with the brake pipe through the passage 1 and with the auxiliary reservoir
through the passage 2, it also communicates by the passages 3 and 4 with the rear and
front spaces respectively of the brake cylinder and with the outside air by the
passage 5 which latter passage is provided with wire cloth or with dry sponge or
other suitable material, in order to prevent the entrance of dust or other extraneous
matter.
d is a flexible diaphragm (which can be replaced by a piston) attached to a rod T
on which are fixed two valves c and d*. R is a spring pressing against the under
side of the valve c and tending to maintain it and the valve d* together with the
diaphragm d in an elevated position.
The upper end of the rod T is hollow and fitted with a double seated valve s.
Openings are provided in the hollow portion of the rod through which air from the
Reservoir R passes into the brake pipe Z when the valves is raised. The valve s is
supported upon a slight spring k, the tension of which is about sufficient to equilibrate
its weight whilst another spring bearing upon the top of this valve tends to prevent
it from closing the passage leading to the brake pipe when working by vacuum.
On another rod arranged parallel to the diaphragm rod T there are mounted three
valvesy and these valves are supported by a spring of a strength equal to or about
equal to their weight. Above the valve is a conduit o in which a retaining valve v
is maintained loosely against its seat by a spring upon which it rests.
When used with compressed air the distributing valve works in the following
manner.
So long as the brakes are not applied the spring R' supporting the diaphragm d
and the valves c and d*, yields under the pressure maintained in the brake pipe, the
valve face a on the valve s is maintained against its seat and the valve c on the
diaphragm rod is maintained against its scat thereby closing the space beneath
the diaphragm from the compressed air reservoir.
The compressed air entering the reservoir through the passage o above the valve
maintains the valve y upon its seat and the valve z off its seat, the spaces beneath the
valve y and the valve c on the diaphragm spindle being now open to the atmosphere.
A reduction of the pressure in the brake pipe will cause the retaining valve v in the
passage above the valve x to be closed first and the valve s in the hollow end of the
diaphragm rod will next close the communication between the brake pipe and the space
above the diaphragm, which diaphragm will rise and with it the valve d× so as to
cut off the communication between the space beneath the diaphragm and the external
air. The air in the reservoir will expand into the brake cylinder in passing through
the regulator and thus apply the brakes.
Should the reduction of pressure in the pipe be accidental and slight the spring r
bearing upon the valves will not be overcome and although the spring R' acting

page_text: beneath the diaphragm be expanded to its full extent, yet there would be no connection
between the cylinder and the reservoir and the progress of the train could be continued
without inconvenience, but if a sufficient reduction in pressure takes place in the brake
pipe then the valve s would be applied so as to close the passage 1 and the brakes
would be put on.
In working with a vacuum, as the motive power, when the brakes are not applied
the several parts of the apparatus will occupy the position shown in figure 19, the
openings 2, 3 and 4 all communicating with the main pipe through the passage 1.
By destroying the vacuum in the brake pipe the face a of the valve s will close the
passage through the hollow rod T and the said rod will descend until the valve c is
applied to its seat and then the passage 3 will communicate with the passage 5 and
the passage 4 will communicate with passage 2 which will cause the brakes to be
applied. In the meantime the valve z being larger than the valve the rod / will
remain in the position shown.
When the brakes have been applied automatically they may be released by means
of a lover L. If working with compressed air, the brakes will be released by lifting
the rod carrying the valves y and z and if a vacuum has been used as the motive
power the vacuum may be destroyed by lifting the rod T by the lever L so as to
admit air to the diaphragm chamber.
The strength of the springs R' and r (figure 19) will be so regulated as to yield
according to the nicety with which it is intended the apparatus should work.
Figure 21 illustrates another modification of the distributing valve, in which modi-
fication the valves described with reference to Figure 19 is dispensed with, and the
rod carries two valves and y only. The upper end of this rod is hollowed or
recessed to receive the tail or stem 1x of the valve x. This valve is provided with
holes and is acted upon by a spring r which prevents it closing the passage o leading
to the diaphragm chamber only when working with vacuum power. The weight of
the valve is sustained by a spring u which equilibrates the weight of the valves
and rods.
In working with compressed air, so long as the brakes are off the compressed air
communicates with the reservoir through the passages o and causes the valve & to
close m m and the valve y to close the passage k k whilst the valve z is opened so
as to allow the space below the valve y to communicate with the atmosphere and the
diaphragm
dd of Figure 19 is then pressed downwards as already described in the
former apparatus. When the pressure is reduced in the main pipe the valves x acts
as a retaining valve and closes the passage o leading to the brake pipe and the
diaphragm is raised and the brakes applied. The reintroduction of the pressure in
the brake or main pipe will release the brakes.
With vacuum power the valve z will be retained on its seat and the end a* of the
rod will push the valve x which will then be raised from its seat by the air drawn
from the reservoir through the passages 3 and 4 so long as the brakes are not to
be applied.
The introduction of the atmospheric pressure in the brake pipe will close the
valve against the passage m m* and at the same time the openings i in the said
valve will be closed by the end of the valve spindle and the brakes will be applied.
The ejectors in rarefying the air again will release the brakes.
Figure 22 illustrates a further modification of the description of valve illustrated
by Figures 19 and 20. According to this modification no springs are employed.
When compressed air is employed and the brakes are off the compressed air enters
the valve case through the port 1 and passes thence by the openings o to the inner
face of the diaphragm or piston m the opposite face of which diaphragm or piston
is open to the external atmosphere. The compressed air thus admitted also acts upon
the underside of the valves to raise it into contact with the central portion n of
the diaphragm or piston d and then to raise the said diaphragm or piston together
with the rod T and the valves c and d fast thereon. The valve s follows the rising
motion of the diaphragm or piston d until the latter has nearly completed its
stroke and the valve c is nearly in contact with its seat. At this moment the

page_text: head A on the lower end of the valve rod t comes into contact with the surface j
so that the valve s is removed from the passage in the central portion n of the
diaphragm or piston d through which passage the compressed air will then pass
to the upper side of the diaphragm or piston d and entering the passage a will lift
the valve x from its seat and at the same time force the valve y against its seat to
prevent the compressed air passing through the port 4, but cause it to pass through
the annular space h and the port 2 into the reservoir.
A reduction of pressure in the main pipe causes the brakes to be applied when
the several parts of the valve will be in the positions shewn in the drawing with
the exception of valves zy the latter being set against its seat and the introduction
of the pressure in the brake pipe will release the brakes.
When working by vacuum power the vacuum is maintained in the main pipe
whilst the brakes are off and the lower diaphragm m is raised by the atmospheric
pressure acting on its underside and thus causing the diaphragm rod t to press
against the lower end of valve rod t and preventing the valves from resting on its
lower seat, so that the air can be exhausted from above the upper diaphragm d and
from the chamber containing the valves y and z which chambers then communicate
with the main pipe by the passages ff.
The introduction of air in the main pipe forces the valve c against its seat whilst
the valve a remains unmoved so that the ports 4 and 2 communicate, whilst the
atm ospheric pressure acts, through the port 3 on the underside of the diaphragm or
piston in the brake vase or cylinder and thus the brakes are applied. By exhausting
from the main pipe the brakes will be released.
Figure 24 is a sectional elevation of the regulator T employed in the combination
illustrated in figure 18 and it consists mainly of two diaphragms or pistons m and n
of different areas like the diaphragms or pistons hereinbefore described with reference
to Figures 4, 13 and 14. They are connected by a rod carrying a single valve a.
The chamber at the upper side of the upper diaphragm n communicates always with
the main brake pipe by the passage
whilst the under side of the lower diaphragm
is open to the outside air. The chamber at the lower side of the upper diaphragm is
provided with a port 3 leading to the distributing valve and the chamber at the
upper side of the lower diaphragm is provided with a port 3* leading to the brake
oylinder or vessel, the ratio is computed in such a manner that when working
with compressed air the pressure admitted to the brake cylinder or vessel will
never exceed about one atmosphere. When working with compressed air, the pres-
sure in the brake cylinder will increase as the reduction of pressure in the main
pipe increases. The apparatus may be worked by vacuum as by reason of the lower
diaphragm m being larger than the upper one n the valve a on the diaphragm rod will
always be raised by the pressure of the external air and consequently the ports 3 and 3×
communicating with the distributing valve and the brake cylinder will remain open.
m
n
The space in the brake cylinder which is in communication with the air reservoir
when the brakes are on, should be so large that its capacity added to that of the
reservoir will insure a proper degree of vacuum to apply the brakes, and the space on
the other side of the diaphragm or piston in the brake cylinder should be such as to
reduce the clearance to a minimum.
Figure 25 illustrates another combination of apparatus for working the brakes
either as automatic air pressure brakes or as automatic vacuum brakes. It consists
of a compressed air reservoir R an air pressure distributor S such as hereinbefore
Sn
Sm
described with reference to Figures 6 and 7 but in which is about equal to and
in which the pistons m n and p have two leather packings set in opposite directions
(or a combined apparatus S S× such as is shewn in Figure 10 with double leather
packings in pistons n p m n' and m¹ may be used) a vacuum distributor D (similar to
that shewn by Figure 8) a valve box N such as that shewn in figures 16 and 17 and
a brake vessel or cylinder V, V*.
The valve box N being placed between distributor D and the reservoirs R the latter

page_text: being connected with the chamber above valve a of N and the former being connected
with the space between a and b in said valve box N.
When working with air pressure the brakes are off whilst the pressure is
maintained in the main pipe, the pressure causing the leather packings of the pistons n
and in the distributor D to be applied against the sides of the valve casing
whilst the working of the distributor S is the same as hereinbefore explained. The
air entering the reservoir R through a special pipe k provided with a spring retaining
valve, will set the valve a of the box N against its seat and prevent communication
with the distributor D or with the outside. The spring of said retaining valve
yielding under the pressure of compressed air when working with pressure brake,
but being of such strength as to resist the ordinary atmospheric pressure when
vacuum is employed.
Upon reducing the pressure in the main pipe the retaining wive in pipe
closes
the passage between the reservoir and brake pipe compressed air from the reservoir R
will enter the space V and the air contained in spate V will escape past the
edges of the piston m of vacuum distributor D into the atmosphere and the brakes
will be applied. By reintroducing pressure in the brake pipe, the air contained in
the space
V will be expelled into the outer air through the valve f of the distributor S
and the former positions will be resured in all of the apparatus and the brakes
released air entering the space through the apertures q in the box N and around
the valve a of the vacuum distributor 1), which valve is kept opened by the pressure
acting on the
the upper face of piston n or distributor D.
Wh n working with vacuum power the main pipe is exhausted whilst the brakes
are ff, the air from the reservoir R being likewise exhausted and the valve b of the
boy N applied, the double leather packing of the piston m in the distributor S
Preventing the air from entering. As soon as air is admitted in the brake pipe
the space V of the brake vase or cylinder will communicate with the reservoir R
and the brakes will be applied the air entering the space V through a valve on the
brake vessel to open inwardly as described with reference to Figure 16. The brakes
will be released by the restorating of the vacuum in the brake pipe, the air which
had entered V being exhausted into the main pipe through the valve passage a of the.
distributor S.
.
Figures 26 and 27 shew the principles upon which rest the improvements by which
electrical apparatus may be combined with plain vacuum or compressed air brakes in
order to obtain at a small cost the advantages of automatic action and also a quicker
action on the vehicles in the rear of a long train.
In Figure 26 A represents the locomotive and B the rear vehicle of a train. An
insulated wire A, B which may be placed inside of the main brake pipe connects the
locomotive with the rear vehicle of the train. This vehicle carries a galvanic battery P
the circuit being closed by the wheels of the vehicles and the rails the electric current
can be applied by any other means than by a battery. On one or on several of the
vehicles composing the train is or are fitted a brake cylinder or reservoir and a
distributing valve such as is illustrated by Figure 6 or Figure 8 according as the
working is effected by compressed air or by vacuum. So long as the circuit TA E BT¹
remains closed the distributing valves will be prevented from working, as the current
passing through the insulated wire A B magnetises an electro magnet E which thus
attracts an armature or key ol which is electrically connected to a Hughes electro
magnet H consisting of a powerful horse shoe magnet provided at each end with
bobbins wound round soft iron cores and acting on an armature P* which is connected
to the rod of the pistons m and n of the distributing valve so as to prevent the
brakes being applied automatically. Should the insulated wire A B be broken the
armature o of the electro magnet E is brought against the contact m so as to
close the circuit T B nmlo H T2 in which the current acts in opposition to the
Hughes magnet and the armature P× will be instantly released and the brakes
5 applied automatically.
A second battery may if desired be placed in the engine cab so as to signal any
breaking of the insulated wire A B,

page_text: A single electro magnet E could be used if the current passing through it be made
to act directly upon the armature P× which in the event of any interruption of the
current would apply the brakes.
The engine driver is provided with means for breaking the circuit when required
and thus controlling the action of the automatic brake.
Figure 28 illustrates apparatus combined with the electric device as employed with
compressed air either as a plain brake or as an automatic brake and Figure 29 shews
an apparatus as employed with the said electric device when working as a plain
vacuum brake or as an automatic brake.
Referring to Figure 28 T represents the distributing valve which may be either of
those hereinbefere described and illustrated in which two pistons or diaphragms m
and n are connected by a rod. This rod is extended through the bottom of the valve
case and is there connected to the armature P* which is attracted by the magnet H so
as to prevent the valve a on the piston or diaphragm rod from being moved. A valve
box N is arranged between the distributing valve and the brake cylinder and is pro-
vided with a valve a having two faces to bear against an upper and a lower seat in the
box N.
When compressed air is admitted in the main brake pipe for the purpose of applying
the brake the air reservoir gets filled with the compressed air and is retained full by
a retaining valve or by cupped leather packings.
In order to release the brakes the driver will discharge the air from the brake pipe.
Should the armature P× be released by the interruption of the electric curent the
valve & in the box N will be raised and made to bear against the upper seat in the
box and the brakes will be automatically applied.
In the arrangement shown in Figure 29 the magnet H prevents the automatic
distributing valve from moving downwards. When the driver discharges the air from
the brake pipe to apply the brakes he at the same time creates a vacuum in the
auxiliary reservoir which vacuum will be maintained while the brakes are off. It will
be understood that when working as plain brake the lower valve x will be set and
when working automatically the upper valve will be applied against its seat.
According to another arrangement as illustrated diagrammatically by Figure 30
a combination of apparatus is employed for working either as plain or as automatic
brakes and with quickness of action on the rear vehicles of a train.
R is an auxiliary reservoir T a distributing valve and N a valve box similar to that
illustrated in figures 28 or Figure 29 according as the brakes are worked by compressed
air or by vacuum.
Ris another and larger reservoir than R and Tx is an additional distributing valve.
When arranged to work with compressed air the distributor T consists of the lower
part of figure 6 as shewn by Figure 31 containing the two pistons m and n. The rod
connecting the pistons m and n is lengthened to extend outside the bottom of the case
and carries an armature P* see Figures 31 and 32 attracted by the Hughes electro
magnet H. When working by means of vacuum the additional distributing valve Tx
is also provided with two pistons m and n the cupped leather packings of which have
their free edges arranged in opposite directions so as to apply when a vacuum is
produced in the space between the pistons. The valve a on the rod of the pistons
is arranged when working with a vacuum to close upwards so as to prevent air
flowing from above the piston m towards the lower face of the upper piston n. The
Hughes magnet H is so placed as to keep the pistons m and n lifted up. In all cases
the same electro magnet acts upon the piston rods of both the distributing valves T
and Tx.
When working with compressed air every time compressed air is sent from the
main reservoir for the purpose of setting the brakes the two auxiliary reservoirs R
and Rx are filled and remain filled even after the brakes are off. Consequently if the
Engine driver breaks at any time the electrical circuit the pistons m and n of the two
distributing valves T and Tx will be lifted up and the air will flow from the auxiliary
reservoir R into the brake cylinder of the vehicle whilst the air which was stored up
in the reservoir R will pass through the passage a* b* into the main pipe and

page_text: will cause the brakes to be applied. The air passing in towards the front of the
train will meet the air coming from the main reservoir in the locomotive which air
will finally restore in the auxiliary reservoirs R and R* their former pressure. When
the brakes are being taken off the driver will also close the electrical circuit which
will cause the magnet H to attract again the armature Px and the pistons m n and
thus retain in store for future use the compressed air which had found its way into
the reservoirs.
The driver may work the electrical cut off and the pneumatic valve simultaneously
or successively as may be more advantageous.
The working by vacuum power would be done in a similar way with the exception
that the air will flow in reverse directions and the pistons in the distributing valves T Tx
will work downwards instead of upwards. If quickness of action be the only object
to be obtained without automatic action one or more of the vehicles composing the
train is or are provided with apparatus similar to Figure 30 but having only one
reservoir and one distributing apparatus.
Having now described and particularly ascertained the nature of this invention and
in what manner the same is to be performed what I claim is
First. A system of pneumatic brake apparatus in which the distribution is made
by the working of differential pistons or diaphragms so combined that the brake
power can be regulated at will by the engine driver and also when desired that the
air pressure introduced into the brake cylinder or vase shall never exceed a fractional
amount of the air pressure in the auxiliary reservoir substantially as hereinbefore
described.
Second. In a drivers brake valve for pneumatic railway brakes the combination of
the piston q slide valve spring B2 and lift valve t the whole being constructed and
arranged to operate substantially in the manner and for the purpose herein before
described with reference to figure 3 of the accompanying drawings.
Third. The combination with the subject matter of the last preceding claiming
clause of the three way cock L substantially as and for the purpose herein before
described with reference to figure 1 of the accompanying drawings.
Fourth. In pneumatic brake apparatus distributing apparatus in which two valves
are arranged to close as required the passage of air between the brake cylinder or
vase and the auxiliary reservoir substantially as hereinbefore described with reference
to Figures 11 and 12 of the accompanying drawings.
Fifth. The combination with the subject matter of the last preceding claiming
clause of two other differential pistons or diaphragins, and a valve which closes, whilst
the brakes are on, the exhaust port of the air brake cylinder, or the admission port of
air in the vacuum brake cylinder as the case may be substantially as hereinbefore
described.
Sixth. In distributing apparatus of pneumatic railway brakes the use of lift valves
with short lifts instead of slide valves in order to reduce the volume swept through
by the pistons whereby the reduction produced by the driver in the air pressure or in
the vacuum and the increase of the pressure or of the vacuum will travel more
quickly along the pipe whereby simultaneousness in application or release of all
brakes in a train will be more nearly obtained substantially as herein before described.
Seventh. The combination of the double ejector and the drivers brake valve sub-
stantially as and for the purpose hereinbefore described with reference to Figure 15 of
the accompanying drawings.
Eighth. In a distributing valve for pneumatic brakes combination with the two
pairs of pistons mn and p q each pair being mounted on a separate rod of the
valves as and f the whole being constructed and arranged to operate substantially
in the manner and for the purpose hereinbefore described with reference to Figure
of the accompanying drawings.
Ninth. The combination in pneumatic brakes of the distributing valve and the
additional apparatus S* arranged between the distributing valve and the brake
cylinder to admit of the brakes being applied full on with only a partial reduction of

page_text: the pressure in the brake pipe, whilst at the same time the greatest amount of pressure
in the brake cylinder is inferior to the pressure in the auxiliary reservoir substantially
as hereinbefore described with reference to Figure 10 of the accompanying drawings.
Tenth. The several combinations and arrangements of parts constituting improve-
ments in distributing valves for pneumatic railway brakes as hereinbefore described
and illustrated by Figures 4. 6. 7. 8. 9. 11. 12. 13. 14. 19. 20. 21. 22. and 24 of the
accompanying drawings.
Eleventh. The application and use of electrical appliances for directly working and
controlling the distributing valve of pneumatic brakes substantially as hereinbefore
described.
Twelfth. The combination of electrical apparatus with pneumatic apparatus so as to
cause the brake applying power to be simultaneously applied throughout a train from
two or more different points substantially as set forth and also so as to insure at a
small cost the advantages of automaticity to trains in which most of the vehicles are
provided with plain pneumatic brakes substantially as set forth.
Thirteenth. The several combinations by which the same apparatus can be worked
either as compressed air brakes or as rarefied air or vacuum brakes substantially as
herein before described with reference to Figure 16. Figure 17. Figures 18. 19 and 20.
Figure 21. Figure 22. of the accompanying drawings.