Year: 1886

page_text: Date of Application, 22nd Mar., 1886.
Complete Left, 22nd Dec., 1886.
Complete Accepted, 25th Jan., 1887.
I MICHAEL SCHLEIFER of Berlin in the German Empire, Engineer, do hereby
declare the nature of this invention to be as follows
-
In pneumatic brakes the principal tube which runs along the train and into which
the compressed air is forced, is generally not directly connected with the brake
cylinders or the charging chamber thereof but an intermediate organ is introduced
between them which, constructed as a valve has the function of charging the brake
cylinders with compressed air and also of letting the compressed air escape to put the
brake on.
The object of this invention is to provide a peculiarly constructed escape mechanism
which is placed behind the brake cylinders and principal tubes or at the end of the
latter to establish a direct communication between the brake cylinders and the
principal tube so that the cylinders can be charged or the air can
much quicker.
escape
The main tube in direct communication with the brake cylinders which latter
are divided in the well known manner into two chambers the charging chamber and
the reservoir chamber between which is placed the piston.
The escape mechanism consists of a casing which is divided into three chambers.
One of these an upper chamber is in connection with an outer charging chamber and is
divided from a central chamber by a piston whose leather packing ring is placed with its
edge towards the said central chamber so that in case of an overcharge in the central
chamber, the central chamber is preferably cut off from the upper chamber but in case
of an overcharge in the upper chamber the pressure is easily equalized in both the upper
and central chambers. The central and lower chambers are divided by two pistons the
lower one being of a smaller diameter than the upper one. The leather packing ring
of the lower piston is placed with its edge towards the central chamber while a small
opening in the cylindrical guide for the piston serves to equalise the pressure in the
chambers. The chambers are in communication through the bore of the piston rod and
the lateral boring. The piston rod ends in a valve which closes the opening in the cap
of the casing and this valve can either close the lower chamber which is always in
communication with the upper one against the outer air or open it to it. A tap hetween

page_text: the cylinder and the escape mechanism serves to close all communication between the
two. If the escape mechanism is to be placed at the end of the main tube a shoulder
provided with a bayonet joint is in place of the tap and the mechanism is fastened to
the end coupling of the main tube while the tap which generally is provided at the end
of the main tube of each carriage serves to close communication between the main tube
and the escape mechanism.
The spring which exerts a slight pressure upon the piston and the piston rod has for
its only object to prevent vibration of the movable parts of the mechanism.
The apparatus operates as follows:-
When the cylinder is charged with compressed air from the main tube the outer
charging chamber of the cylinder and the chambers of the escape apparatus will be
filled with compressed air under equal pressure. If the compressed air is allowed to
escape from the main tube to put the brake on, the pressure in the upper chamber is
lowered and as at this moment the former higher pressure still exists in the central
chamber the piston with the piston rod will be forced towards the upper chamber and
opens thus the valve and opening through which the compressed air will escape
as well as through the main tube and the brake will be put on quicker. The leather
packing rings of the pistons are purposely not made tight so that in con-
sequence and through the small opening the pressure equalises itself in the
chambers after the brake is put on and presses the piston with the piston rod
and closes the valve and the cylinder is ready for the next charge.
This escape apparatus can also be applied at one or both ends of the main tube.
Through the application of such automatic and safe escape apparatus the time of
putting the brake on, which generally takes in long trains say of 40 axles from 20 to
25 seconds can be reduced by five seconds.

page_text: I, MICHAEL SCHLEIFER of Berlin in the German Empire, Engineer do hereby
declare the nature of this invention and in what manner the same is to be performed,
to be particularly described and ascertained in and by the following statement:—
In pneumatic brakes the principal tube which runs along the train and into which
the compressed air is forced is generally not directly connected with the brake
cylinders or the charging chamber thereof but an intermediate organ is introduced
between them which constructed as a valve has the function of charging the brake
cylinders with compressed air and also of letting the compressed air escape to put
the brake on.
The object of this invention is to provide an escape mechanism which is placed
beyond the brake cylinders and principal tube, not between them or at either or both
ends of the latter to establish a direct communication between the brake cylinders and
the principal tube so that the cylinders can be charged or the air can escape quicker
than without the said apparatus.
In the accompanying drawings
:-
Figure 1 represents this escape mechanism in section and on a larger scale than the
other Figures.
Figure 2 and 3 show the application to the brake cylinder and
Figure 4 the application at the end of the main tube.
30%
The main tube R is in direct communication with the brake cylinders C which latter.
are divided in the well known manner into two chambers, the charging chamber and
the reservoir chamber y between which is placed the piston.
The escape mechanism (Figure 1) consists of the casing B which is divided into
three chambers a band c. The chamber a isin connection with the charging chamber.r
and is divided from the chamber 6 by the piston D whose leather packing ring E is
placed with its edge towards the chamber b so that in case of an overcharge in b the
chamber is perfectly cut off from the chamber a but in case of an overcharge in
chamber a the pressure is easily equalised in a and b. The chambers b and c are
divided by the piston F of a smaller diameter than the piston D. The leather packing
ring of F is placed with its edge towards the chamber 6 while a small opening z in
the cylindrical guide for the piston F serves to equalise the pressure in the chambers
b and c. The chambers a and c are in communication through the bore G of the
piston rod K and the lateral borings gl and g². The piston rod K ends in a
valve H which closes the opening L in the cap of the casing B and this valve can
either close the chamber c which is always in communication with a against the outer
air or open it to it.
A tap or valve M between the cylinder and the escape mechanism serves to close all
communication between the two. If the escape mechanism is to be placed at the end
of the main tube (Figure 4) a shoulder O provided with a bayonet joint replaces the
tap M and the mechanism is fastened to the end coupling T of the main tube R while

page_text: the tap P which generally is provided at the end of the main tube of each carriage
serves to close communication between the main tube and the escape mechanism.
The spring N which exerts a slight pressure upon the piston D and the piston rod K
has for its only object to prevent vibration of the movable parts of the mechanism.
The apparatus operates as follows:-
When the cylinder is charged with compressed air from the main tube R the
charging chamber of the cylinder and the chambers a b and c of the escape apparatus
will be filled with compressed air under equal pressure. If the compressed air is
allowed to escape from the main tube to put the brake on the pressure in the
chamber a is lowered and as at this moment the former higher pressure still exists in
chamber 6 the piston D with the piston rod K will be forced in the direction of
the arrow and thus opens the valve H and opening L through which the compressed
air will escape as well as through the main tube R and the brake will be put on
quicker. The leather packing rings of the pistons D and F are purposely not made
tight so that in consequence of this and through the small opening Z the pressure
equalises itself in the chambers a b and c after the brake is put on and presses the
piston D with the piston rod K and closes the valve H and the cylinder is ready for
the next charge.
If it be desired the piston F which purposely does not fit tight, may be replaced by
a tight fitting piston F as shown in Figures 5 and 6 of a smaller diameter than the
piston D as long as the two chambers b c communicate by a small opening Z after the
operation of the brake.
This escape apparatus can (Figure 4) be applied at one or both ends of the main
tube.
Through the application of such automatic and safe escape apparatus the time of
putting the brake on which generally takes in long train say of 40 axles from 20
to 25 seconds can be reduced to 5 seconds.
Having now particularly described and ascertained the nature of my said invention
and in what manner the same is to be performed I declare that what I claim is :-
:-
1. In a pneumatic brake an escape mechanism such as described having three
chambers such as a b c, a being in open communication with the brake cylinder or the
main tube and with the chamber c while communication from a to b is established
between the packing ring E and the walls of the vessel B and communication from b to a
is prevented by the packing ring hugging the said walls and the chamber c which
communicates with b either by means of a loose fitting piston such as F or by means
of a tight fitting piston such as F in combination with a small opening such as Z is
cut off from or put into communication with the outer air by a valve such as H the
whole constructed and operating substantially as specified.
2. In a pneumatic brake the employment of an escape mechanism such as described
in conjunction with the brake cylinder and principal tube without intermediate organ
or on one or both ends of the main tube for the purpose of letting the compressed air
escape from the brake cylinder through the escape imechanism and through the main
tube at the same time substantially as specified.