Improvements in Air Brakes for Railway Trains.
Year: 1896

page_text: Date of Application, 2nd June, 1896-Accepted, 27th Mar., 1897
COMPLETE SPECIFICATION.
Improvements in Air Brakes for Railway Trains.
I, ALBERT MIDDLETON WILLETS, of No. 317 Benson Street, City of Camden, in
the County of Camden, State of New Jersey, United States of America, Locomotive
Engineer, do hereby declare the nature of my invention and in what manner the
same is to be performed to be particularly described and ascertained in and by
the following statement :-
My invention consists in certain changes in and additions to the present air brake
system, and broadly considered consists in-
First. Providing for the admission of train pipe air from the train pipe to the
auxiliary reservoir independent of the valve mechanism on the cars.
Second. Providing that the car valve mechanism shall control only ports or openings
from the auxiliary reservoir to the brake cylinder, and from the brake cylinder to the
atmosphere.
Third. Providing an independent auxiliary train pipe connecting directly with
the brake cylinder of each of the cars, and, by means of the engineer's valve,
the auxiliary train pipe may be connected either with the main train pipe or the
atmosphere.
Fourth. Constructing the car valve mechanism so that when the pressure is
equalized on both sides of said valve the valve will be forced to its dead point.
Fifth. To provide a regulating valve with connection between the same and the
train supply pipe, so as to regulate the pressure in the train pipe within a very
small limit, that is, to hold the pressure constant within this limit, notwithstanding
leakages.
Sixth. In a new and novel construction of engineer's valve for air brake system,
which enables the pressure in the train pipe to be more evenly regulated and more
easily adjusted.
The portion of my invention set out in clauses one to five inclusive, is adaptable to
any of the engineer's valves for air brakes now in use, and the portion of my
invention set out in clause six, as stated before, consists in a novel construction of the
engineer's valve itself.
In the engineer's valve used with air brakes as at present constructed, where there
is provided an independent pressure regulating valve, the purpose of which is to provide
automatically for the admission of air to the train pipe and valves on the cars when
the pressure in the train pipe falls below a given point, said regulating valves are
controlled by a connection from the train pipe, still, as said valves are now constructed,
trouble often arises by reason of the back pressure, due to initial charging, being so
great as to prevent this valve from acting until the pressure falls considerably in the
train pipe; thus often, in initially charging, the pressure in the train pipe will be
raised considerably above that which it is desired for the train pipe and the local
valves on the cars to carry, and therefore exerts a corresponding back pressure upon
the regulating valve, and therefore considerable leakage and reduction of pressure
can occur in the train pipe without the regulating valve acting to automatically
admit pressure to the train pipe.
As a consequence of this, it sometimes happens that the pressure in the train pipe
will fall to such an amount as to allow the brakes to be set more or less before the
regulating valve acts to admit the pressure and open the brakes.

page_text: When this occurs it can only be rectified by the engineer moving his air brake
valye so as to again bring the full pressure on to the train pipe.
I will first describe the embodiment of my invention illustrated in the accompanying
drawings, and then set out the invention in the claims, although I desire it to be
distinctly understood that I do not intend to limit myself to the specific embodiment
of my invention shown in the drawings, except wherein the same may be specifically
claimed.
In the drawings-
Fig. 1 is a diagrammatic side elevation of the connections of the engineer's valve
and one car.
Fig. 2 is a vertical longitudinal section through the valve D showing it in the
release position.
Fig. 3 is a similar view showing it at the dead point.
Fig. 4 is also a similar view showing it in the position in admitting air to the
brake cylinder from the auxiliary reservoir.
Fig. 5 is a vertical transverse section through the brake cylinder and the valves g³
and, showing the valves in their normal position.
Fig. 6 is a similar view of the valves when both are closed.
Fig. 7 is also a similar view with the valve g³ open.
Fig. 8 is a horizontal section of the engineer's valve, through line 5-5 of Fig. 10.
Fig. 9 is a similar view on line 6-6 of Fig. 10.
Fig. 10 is a vertical transverse section on the line 4-4 of Fig. 8.
Fig. 11 is a similar view on the line 7-7 of Fig. 9.
Treating first of that portion of my invention set out in clauses one to four
inclusive:
A is the main train pipe of the air brake system, b a pipe leading from the main
pressure reservoir, C the auxiliary reservoir which is carried by each of the cars, Da
valve mechanism carried by each of the cars, E the brake cylinder also carried by
each of the cars.
The train pipe A extends from the engine to the end of the train of cars, being
connected by flexible hose couplings, a, of the ordinary construction, where it passes
from car to car. F is a branch pipe at each car connecting the train pipe A with one
side of the valve mechanism D corresponding to the car. f is a cock of ordinary
construction to enable the pipe F to be cut off from connection with the train pipe A.
From the pipe F, between the train pipe and valve mechanism, a pipe F of smaller
diameter than pipe F leads directly to the auxiliary pressure reservoir C corresponding
to said car. Upon this pipe F¹ is the check valve j', which is adapted to open in one
direction only, to wit: towards the reservoir C. From the reservoir C, a pipe C¹
leads to the valve mechanism D on the side opposite to that of pipe F. The valve
mechanism D consists essentially of a cylinder d, a piston d', which substantially
fills the cylinder, except at portions d da.
In the chamber are two ports, d' d³, port d leading directly to a pipe, d', passing
to the brake cylinder E. d is a port connected with pipe d leading to the
atmosphere. Upon the pipes d' and d are cocks adapted to close said pipes
independent of the valve."
When the piston d is in one position, see Fig. 3, it is at its dead point, and no
connections are open. In the position shown in Fig. 4 connection is made between
the pipe (and pipe d'; and when in the position shown in Fig. 2, connection is
made between ports d¹ and d³.
There is connected with the piston d' a spring do, which in one position is
compressed against the end wall of the cylinder d, for a purpose hereinafter
described.
In addition to the train pipe A, 1 provide a second pipe G, extending from the
engine to the end of the train. This pipe I call a compound and reducing pipe for
reasons which will hereinafter appear. This pipe has also at each car a flexible hose
connection, a', as in the main train pipe connections herein before described. This
pipe G has a connection, by means of a pipe y, at each car, directly with the brake

page_text: cylinder E. This pipe g passes through a valve g', the construction and purpose of
which will hereinafter be described, and has a by-passage, 92, around said valve g',
controlled by a valve 9 (see Figs. 5, 6 and 7).
His the train signal pipe passing from the engine and connected with the main
pressure reservoir, and controlling a pneumatic signal in the well-known manner.
Connection is made between this pipe H and each of the valves g', through the pipe h,
entering a cylinder . In this cylinder is a port 10, to the atmosphere, and a
piston, which in its elevated position, covers said port, and in its depressed position
leaves it open. Connected to this piston, 2, is the rod, h³, to which is connected the
piston valve., controlling the passage, h. In the elevated position of piston, /, the
passage, °, is in connection with the pipe g, see Fig. 5. Coiled around the piston-
rod, h, above the piston valve, h, is a spring .
The valve 3 is an ordinary piston valve controlling the passage 9, which, in one
position, registers with the by-passage, g, and, in the other position, the solid portion
of the piston valve 93 closes said passage. The piston rod g projects upward in
alignment with and surrounds the piston-rod, the piston-rod g being above the
piston-valve. The coil spring h, which is around the piston rod h³, rests one end
against the piston-head or valve h, and the other end against the piston-head or
valve g³.
Connected to the piston rod 3 is the leaf-spring hº. In the piston-rod g' is a slot g',
which, when the piston-rod g is pressed downward, that is, when the valve is opened,
the spring rests in that slot and makes connection between the piston-rods h³ and go.
When the piston rod ³ is elevated, both the piston-rod ³ and the piston rod g are
elevated until the spring g, attached to the casing, enters the slot g'. The spring 9",
being stronger than the spring 46, forces said spring out of the slot, releasing
connection between piston rods 3 and 9*.
In Figure 6 I have shown the arrangement in which both the valve /* and the
valve are closed. In Figure 7, I have shown the condition which exists when the
valve is closed, and the valve g³ open. In this case, as may be seen, and as before
described, when the valve h is moved to open, it closes the valve 93 and releases
connection between the valve connections of valves g³ and *, and brings the valve into
the position shown in Figure 5.
From this it may be seen, that under ordinary conditions the valve /* is kept open
by means of the pressure from the train signal pipe, and thus, if for any cause the
train should part, the valve will close connection from the brake cylinder. If for any
reason the valve should fail to be operated by the train signal pipe, i.e. the valve
should become stuck, the port 10 would be open, and air would exhaust from the train
signal pipe around the piston 2 and operate the pneumatic signal so that the engineer
could come and fix the valve.
If by any chance, the train signal pipe air should give out, or the valve h* should
permanently cease to work, then the engineer operates the valve 93 so as to open said
valve and allow connection through the by-passage g², when the valve is again
repaired, so that the valve h will be operated by the pressure from the train signal
pipe, the valve g3 will be automatically closed.
In case, where there is no train signal pipe equipment, I connect the chamber of
cylinder by means of the pipe with the main train pipe A (see Figure 1).
From the main pressure reservoir, a pipe b leads to the chamber of the engineer's
valve J, which is a rotary valve and seat. In the valve is a through port j, connecting
with chamber 6, which can be brought to register with the port j', connecting with
the train pipe A.
The auxiliary pipe G terminates in the chamber K in the engineer's valve, which
chamber is in connection with the port, k, through the valve seat, and, by turning
the valve, the port k may be brought into connection with a port k', which is a bridge
port connecting in that position the port k with the port k², leading to the atmosphere.
The bridge port 4 can be brought into position to connect port j' and port, the
latter port leading to the auxiliary train pipe chamber K.
Lis a pipe leading from the pipe b directly to the compound and reducing pipe G

page_text: independent of the engineer's valve J. This pipe is controlled by a cock normally
closed (see Fig. 1). The operation is as follows:-
In initial charging, the engineer's valve is turned so that the reservoir pipe b is
brought into connection with the train pipe A, in which case the reservoir air is
pumped directly into the auxiliary reservoir. The pipe F being larger than the
pipe F', the air first rushes into the cylinder D against the valve or piston d',
forcing it to the left, bringing it into the position shown in Figure 2, in which the
connection between the ports d' and d³ is effected, and whatever air is in the brake
cylinder is exhausted. The reservoir then receives air directly from the train pipe and
continues to receive it, the air passing into the reservoir and out by the pipe C to
the opposite side of the cylinder d, creating a balance pressure on both sides of the
piston d'.
Now, in order to make a brake application, I connect the train pipe A and the
pipe G, by means of the engineer's valve, as herein before described, which causes a
reduction of pressure on the piston d', at the side of the pipe F, and the piston d¹
moves so as to make connection between the pipe C and the pipe d', the auxiliary
reservoir air then passes into the brake cylinder. Also, as the reduction is made by
connecting the train pipe A with the pipe G, the latter being in direct connection, as
before described, with the brake cylinders of each car, the train pipe air also passes
into the brake cylinder of each car, adding its pressure to the pressure of the auxiliary
reservoir.
The movement of the piston d', after the spring d has come in contact with the
end of the cylinder d, is made against the spring, compressing the spring, and the
moment the pressure on each side of the piston becomes equal, the spring acts and
moves the piston back to a position which will be a dead position, that is to say,
will cover and close the ports, (see Figure 3).
When for any cause too great pressure has been applied to the brake cylinder and
the train is being brought to a stop too quickly on approaching a station, and it is
necessary to prevent this too rapid stopping of the train, under the system now in
use, it would be necessary to exhaust the air from the brake cylinder through the
car valve, to recharge the reservoir, make another reduction, and apply the brakes a
second time, when the same trouble might again occur. Again, between the first
application and the second application, the momentum of the train might be sufficient
to carry it too far. By my arrangement, under such conditions, I can simply by
turning the engineer's valve so that the pipe G is connected with the atmosphere,
reduce the pressure in the brake cylinder to any desired point, and thus allow the
train to assume any desired momentum sufficient to carry it to the desired stopping
point, without, in many cases, adding any additional pressure. Again, by this
arrangement, instead of making a reduction to apply the brakes and losing the air
pressure, as in the ordinary case where the reduction is made to the atmosphere.
by making the reduction, as in my invention, to the compound and reducing pipe (.
the train pipe air becomes effective in applying the brakes, and thus, so far as
applying the brakes is concerned, I can do so without losing any of the effective
train-pipe pressure.
By this construction also, which differs from the air brake systems now in use,
the auxiliary reservoir is charged independent of the valve on the cars, and, as a
consequence, can be charged much more quickly. This becomes very important
where successive stops have to be made, or where the auxiliary pressure is constantly
becoming reduced, and it is necessary to recharge it.
I can also by this construction, as may be seen, charge the reservoir, without in
any way being controlled by the movement of the valve. In the ordinary
construction, it is necessary, in order to charge the reservoir, to exhaust the air from
the brake cylinder, which is not necessary in my case, and it is very advisable
in some cases to be able to charge the auxiliary reservoir without exhausting the
air from the brake cylinder, sucb, for instance, when long and steep grades are
encountered. In this case, the cock upon the pipe d may be closed, in which case,
even when the engineer's valve is operated to connect the pressure supply with the

page_text: train pipe, no loss of pressure will occur in the brake cylinder, and yet the auxiliary
reservoir can be recharged. This is not feasible with the ordinary air-brake
constructions now in use, for the reason that the exhaust from the brake cylinder
through the valve is the only means for regulating or clearing the brake cylinder
of air, while, in my ense, I can absolutely regulate the pressure in the brake
cylinder, by connecting the compound and reducing pipe with the atmosphere.
In case the valve mechanism should become defective, in my construction, I can
cut it off, by closing the cock and the cock on the pipe d', eliminating the valve
and auxiliary reservoir of that car, and use the auxiliary reservoir in the other cars
and the train pipe to charge the brake cylinder in the car where the valve is
defective. If, for any reason, the train pipe itself should become defective, I can,
by admitting pressure directly from the reservoir, through the pipe L and cock 1,
to the pipe G, operate the brake cylinders on the direct pressure system.
Turning now to that portion of my invention set out in clauses five and six, and
which is particularly shown in Figures 8, 9, 10 and 11:
is the pipe leading from the main pressure tank of the air brake system. This
pipe terminates in the chamber of the valve mechanism. A is the train service
pipe. The train pipe terminates in the chamber of the valve, which chamber is
provided with the port 4, which leads to what I call the train pipe port 5. This
port 5 terminates in the chamber or cylinder 8. In this cylinder is the spring-acted
piston controlling a valve 12. The port also connects with the supplemental
cylinder 9, having the spring-acted valve 10. The movement of this valve in one
direction against the spring opens a connection between the cylinder 9 and the
port 11, which port opens into the air. The valve 12 controls a port 3. This port 3
extends vertically upward through the valve seat and terminates directly under the
valve.
is the main service supply exhaust port in the valve seat, . This valve sent j
is circular and has upon it the rotary valve J. This valve has the port, extending
through it and connected at its upper end with the chamber 6, and cut in it on its
under face, it has the segmental bridging port k³. is a second bridging port cut
in the under face of the valve.
In the valve seat extending from the port is a tapering port. is a port in
the valve seat opening into chamber K. in connection with pipe G. k is a port in
the valve seat connecting with chamber K and is a port leading from underneath the
valve to the atmosphere.
Now to describe the operation of this valve: Supposing it to start initially with
the brakes set, the valve is first turned so that the port,j, in the valve, registers with
the port in the valve seat, as shown in the accompanying drawings, in which
case the air from the pressure reservoir passes to the chamber through the ports j
and to the train service pipe chamber.
The same pressure also passes from the chamber, through the port 4 to the
chamber 8, acting upon the piston 7, at the same time it also acts upon the valve 10
through its connection 9. This valve, as before stated, is a spring valve and is set at
the desired pressure, which it is desired for the train service pipe, and therefore the
local valves in the cars, to carry.
When this pressure is exceeded the valve 10 is moved over so as to uncover the
port 11, and the excess pressure is exhausted through the port 11. When this occurs,
of course, it is accompanied by a whistling noise, indicating to the engineer that the
train service pipes have the proper amount of pressure at which time the engineer
turns the valve so that the port j registers with the port 3. Air then passes from the
chamber through the port j, through the port 8, into the chamber 8, through the
port 5 and port 4, and thence to the train service pipe. Now, in case there should
be no leakage, when the pressure rises sufficiently to overcome the spring plunger or
piston, 7, it moves to the right so as to cause the valve 12 to cover the port 3, and no
air passes to the pipe until the pressure has been reduced by leakage.
In case, for any reason, the valve 7 should fail to act, the connection between the
cylinder 8 and the cylinder 9 will cause the excess of pressure above that which

page_text: the valve 10 is set to pass out through the exhaust. When it is desired to apply the
brakes, the valve is turned so that the port is caused to register with the port 1,
and also with the taper port. This will cause the air from the train service pipe to
pass directly to the pipe G, the length of the port being sufficient to make this
connection between the tapering port and the port . By moving the port more
and more upon the tapering port 3, the port 2 being constant, the exhaust may take
place more and more rapidly, and therefore at such speed as may be desired, and the
brakes thus applied at the desired speed.
When it is desired to stop suddenly, the port k³ is made to register with portsj
and, at which time the exhaust takes place through the full port j', and with the
greatest rapidity possible.
In order to exhaust from the pipe G to the atmosphere, the valve is turned so that
bridge port registers with port k and k. Most air brake systems now in use have
a valve, while not constructed or operating like the piston 7 and valve 12, still are
operated for the same purpose, that is to say, to control the admission of pressure to
the service pipe so as to keep the pressure constant after the pipes have been charged,
the piston 7 operating when the pressure rises to move the valve 12 to close the port 3,
and, when the pressure falls, to return it so as to allow the valve 12 to uncover the
port 3. Still, as may be seen, this piston is directly connected with the train service
pipe, and if the initial pressure put in the train pipe should rise to a great extent, it
would have to fall a considerable amount before the auxiliary port 8, could operate,
and therefore, the pressure might be reduced in the train pipe system, under these
conditions, to such an extent as to allow the brakes to be set. But, with the addition
of the auxiliary valve 10, the amount the pressure rises above the desired amount for
the train service pipe, it is relieved immediately at that point.
In practice I make the pressure necessary to move the valve 10 slightly, say a
pound or so, in excess of that necessary to move the piston 7. I can therefore
control the pressure in the train service pipe within a pound, and make its regulation,
after the pipe has once been fully discharged and until it is again discharged, perfectly
automatic, which is not always possible with the engineer's valves in other
arrangements now in use.
One of the greatest advantages which this peculiar construction of valve and
valve seat and the operation forming that portion of my invention have is the
absolute control which the engineer has in regulating the speed with which he
applies his brake.
In my invention, due to the fact of the rotary valve and the tapering port, the
engineer has absolute control of the speed with which he can apply the brakes, and
the termination of the tapering port in the full port enables him, with practically
one single port and outlet, to either apply the brake gradually (at such speed as
he desires) or to apply it suddenly when danger requires.
The arrangement of the ports in the valve and valve seat are such that, if
desired, the valve may be turned so that the ports in the valve seat will not register
with any of the ports in the valve. This is advantageous because, in case of the
train parts, it is desirable not to allow the escape of air in either direction, either
to exhaust or have further air come in, but to keep the condition of the ports
neutral until the defect or damage has been rectified.
In order to prevent any leakage from the chamber 6' through the valve casing
cr standard, I employ the following construction:
2 is the valve casing, 1 being the cover. The cover 1 is screwed upon the main
body of casing 2. The cover has the upward flange p, having the dove-tail
grooves, p. Pis the standard connected to the valve J'and provided, contiguous to
the cover 1 with a collar. In this collar is a dove-tail groove, in which dove-tail
the projection from the under side of the cover rests. The handle p has a boss
orifice surrounding the standard P' which is provided with a dove-tail projection, p³,
which rests in the groove P. The upper end of the standard P is threaded, and a
nut P works in this threaded end against handle p. The under side of this nut is
provided with a dove-tail projection resting in a dove-tail groove p³ in the handle.

page_text: Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :
1. In an air brake system, in combination, a source of pressure supply, a train
pipe, an auxiliary reservoir, and brake cylinder carried by the car, connection
between said train pipe and auxiliary reservoir, a valve carried by the car, connection
between one side of said valve and the train pipe, and between the auxiliary reservoir
and the other side of said valve, said valve controlling connection between the
auxiliary reservoir and the brake cylinder, and adapted when the train pipe pressure
is reduced to move to open said connection, a second pipe, connection between said
last mentioned pipe and the brake cylinder independent of the car valve. an
engineer's valve adapted when operated to connect the train pipe and the main
pressure reservoir and train pipe and said second pipe.
2. In an air brake system, in combination, a source of pressure supply, a train
pipe, an auxiliary reservoir and brake cylinder carried by the car, connection between
said train pipe and auxiliary reservoir, a valve carried by the car, connection
between one side of said valve and the train pipe, and between the auxiliary reservoir
and the other side of said valve, said valve controlling connection between the
auxiliary reservoir and the brake cylinder, and adapted when the train pipe pressure
is reduced to move to open said connection, a second pipe, a normally open connec-
tion between said last inentioned pipe and the brake cylinder independent of the
car valve an engineer's valve adapted when operated to connect the train pipe and
main pressure reservoir, and said second pipe and the atmosphere, and means to
reduce the pressure in the train pipe.
3. In an air-brake system, in combination, a source of pressure supply, a train pipe,
an auxiliary reservoir, and brake cylinder carried by the car, connection between said
train pipe and auxiliary reservoir, a valve carried by the car, connection between one
side of the valve and the train pipe, and between the auxiliary reservoir and the other
side of said valve, said valve controlling connection between the auxiliary reservoir
and the brake cylinder, and adapted when the train pipe pressure is reduced to move
to open said connection, a second pipe, connection between the last mentioned pipe
and the brake cylinder, independent of the car valve, an engineer's valve adapted
when operated to connect the train pipe and main pressure reservoir and train pipe
and said second pipe, and means to connect the second pipe directly with the pressure
supply.
4. In an air-brake system, in combination, a source of pressure supply, a train pipe,
an auxiliary reservoir, and brake cylinder carried by the car, connection between said
train pipe and auxiliary reservoir, a valve carried by the car, connection between one
side of said valve and the train pipe, and between the auxiliary reservoir and the other
side of said valve, said valve controlling connection between the auxiliary reservoir
and the brake cylinder, and adapted when the train pipe pressure is reduced to move
to open said connection, a second pipe, connection between said last mentioned pipe
and the brake cylinder independent of the car valve, an engineer's valve adapted
when operated to connect the train pipe and main pressure reservoir and train pipe
and said second pipe and connect the second pipe with the atmosphere.
5. In an air brake system, in combination, a source of pressure supply, a train pipe,
an auxiliary reservoir, brake cylinder, and valve carried by the car, connection
between one side of said valve and the train pipe, connection between the other side of
said valve and the auxiliary re-ervoir, said valve controlling the connection between
the auxiliary reservoir and the brake cylinder and adapted when the train pipe
pressure is reduced to open connection between the auxiliary reservoir and brake
cylinder, a spring on the piston of said valve adapted to be compressed against the
end of said valve chamber, the arrangement being such that when the pressure on
opposite sides of the valve is equal and the spring in compression, the spring will
force the valve to close, connection between the auxiliary reservoir and brake cylinder,
connection between said train pipe and the auxiliary reservoir, means to connect the

page_text: train pipe with the source of pressure supply, and means to reduce the pressure in the
train pipe.
6. In an air brake system, in combination, a source of pressure supply, a train
pipe, an auxiliary reservoir, brake cylinder, and valve carried by the car, connection
between one side of said valve and the train pipe, connection between the other sile
of said valve and the auxiliary reservoir, said valve controlling a connection between
the auxiliary reservoir and the brake cylinder, and between the brake cylinder and
the atmosphere, the valve being adapted, when the pressure in the train pipe side
exceeds the pressure on the auxiliary reservoir side of the valve, to open connection
between the brake cylinder and the atmosphere, and when vice verst to open connection
between the auxiliary reservoir and the brake cylinder, a spring on the piston of said
valve adapted to be compressed against the end of said valve chamber, the arrange-
ment being such that when the pressure on opposite sides of the valve is equal and
the spring in compression, the spring will force the valve to close connection between
the auxiliary reservoir and brake cylinder, and between the brake cylinder and
atmosphere, connection between said train pipe and the auxiliary reservoir, means to
connect the train pipe with the source of pressure supply, and means to reduce the
pressure in the train pipe.
7. In an air brake system, in combination, a source of pressure supply, a train pipe,
an auxiliary reservoir and brake cylinder carried by the car, connection between said
train pipe and auxiliary reservoir, a valve carried by the car, connection between one
side of said valve and the train pipe, and between the auxiliary reservoir and the
other side of said valve, said valve controlling connection between the auxiliary
reservoir and the brake cylinder, and adapted when the train pipe pressure is reduced
to move to open said connection, a second pipe, connection between said last mentioned
pipe and the brake cylinder independent of the car valve, a valve on said last
mentioned connection controlling said connection, and connection between said valve
and the source of pressure supply, the pressure holding said valve open, said valve
being adapted to close said connection when said pressure is cut off, an engineer's
valve adapted when operated to connect the train pipe and main pressure reservoir
and train pipe and said second pipe.
8. In an air brake system, in combination, a source of pressure supply, a train pipe,
an auxiliary reservoir and brake cylinder carried by the car, connection between said
train pipe and auxiliary reservoir, a valve carried by the car, connection between one
side of said valve and the train pipe, and between the auxiliary reservoir and the
other side of said valve, said valve controlling connection between the auxiliary
reservoir and the brake cylinder, and adapted when the train pipe pressure is reduced
to move to open said connection, a second pipe, connection between said last mentioned
pipe and the brake cylinder independent of the car valve, a valve on said last
mentioned connection controlling said connection, connection between the piston of
said valve and the source of pressure supply, the pressure holding said valve open,
said valve being adapted to close said connection when said pressure is cut off,
the piston opening a connection between said pressure, supply connection and the
atmosphere when the valve is in the closed position, an engineer's valve adapted when
operated to connect the train pipe and main pressure reservoir and train pipo and said
second pipe.
9. In an air-brake system, in combination, a source of pressure supply, a train
pipe, an auxiliary reservoir and brake cylinder carried by the car, connection between
said train pipe and auxiliary reservoir, a valve carried by the car, connection between
one side of said valve and the train pipe, and between the auxiliary reservoir and the
other side of said valve, said valve controlling connection between the auxiliary
reservoir and the brake cylinder, and adapted when the train pipe pressure is reduced
to move to open said connection, a second pipe, connection between said last mentioned
pipe and the brake cylinder independent of the car valve, a valve on said last
mentioned connection controlling said connection, and connection between said valve
and the source of pressure supply, the pressure holding said valve open, said valve
being adapted to close said connection when said pressure is cut off, a passage around

page_text: said last mentioned valve, a supplemental valve in said passage, said valve being held
from opening by the second pipe brake cylinder connection valve, when said valve is
open, and when said supplemental valve is open, is moved to close when said second
pipe brake cylinder connection valve is moved to open.
10. In an engineer's valve for air brake system, in combination, a source of pressure
supply and train service pipe, a valve adaptel to admit pressure from the source of
pressure supply to the train service pipe, a pressure valve controlling a port open to
the air, and connection between the train service pipe and one side of said valve
independent of the first mentioned valve.
11. In an engineer's valve for air brake system, in combination, a source of pressure
supply, a train service pipe, a valve controlling two inlets from the source of supply
to the train service pipe, à pressure valve controlling one of said last mentioned inlets,
a pressure valve controlling a port open to the atmosphere, and connection between
one side only of the last mentioned valve mechanisins and the train service pipe,
independent of the first mentioned valve.
12. In an engineer's valve for air brake system, in combination, a source of pressure
supply, a train service pipe, a valve controlling two inlets, one direct to the train
service pipe, the other to a supplemental chamber, a supplemental valve controlling
said last mentioned inlet, a piston in said chamber controlling said last mentioned
valve, connection between said chamber and the train service pipe independent of the
first mentioned valve, a pressure valve controlling a port open to the atmosphere, and
connection between one side only of said valve and the train service pipe.
13. In an engineer's valve for air brake system, in combination, a source of pressure
supply, a train service pipe, a valve controlling two inlets, one direct to the train
service pipe, the other to a supplemental chamber, a supplemental valve controlling
said last mentioned inlet, a piston in said chamber controlling said last mentioned
valve, connection between said chamber and the train service pipe independent of the
first mentioned valve, a pressure valve controlling a port open to the atmosphere, and
connection between one side only of said valve and the last mentioned chamber.
14. In an engineer's valve for an air brake system, in combination, a train service
pipe, a valve and valve seat, the valve seat having a full port and a tapering port
connecting with the train service pipe, the tapering port terminating in the full port,
and an exhaust port service pipe, the valve being provided with a passage adapted to
register with both of said ports simultaneously.
15. In an engineer's valve for an air brake system, in combination a source of
pressure supply, a train service pipe, a rotary valve and seat, the seat being provided
with two ports, one of which is provided with a tapered portion, connection from both
ports to the train service pipe, and an exhaust port, the valve being provided with a
port connecting with pressure supply and adapted to register with either of the first
mentioned ports, and a passage adapted to connect the tapered port with the
exhaust port.
16. In an engineer's valve for an air brake system, in combination, a source of
pressure supply, a train service pipe, a rotary valve and seat, the seat being provided
with two ports, one of which is provided with a tapered portion, connection from both
ports to the train service pipe, and an exhaust port, the valve being provided with a
port connecting with pressure supply and adapted to register with either of the first
mentioned ports, and a passage adapted to connect the tapered port with the exhaust
port, the arrangement being such that before the passage in the valve is moved to the
tapered port in the valve seat the port in the valve is moved beyond both ports in the
valve seat.
17. In an engineer's valve for an air brake system, in combination, a train service
pipe, a source of pressure supply, a valve having a port connecting with air pressure
supply, two ports in the valve seat adapted to register with the valve port, one of said
ports connecting directly with the train service pipe, the other connecting with a
supplemental chamber, a pressure valve controlling the opening from sail last
mentioned port to the supplemental chamber, valve mechanism in said chamber, and
connection between said chamber and train service pipe, a pressure valve controlling a
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page_text: port opening into the atmosphere, and connection between one side only of said last
mentioned valve and the train service pipe.
18. In an engineer's valve for an air brake system, in combination, a train service
pipe, a source of pressure supply, a valve having a port connecting with air pressure
supply, two ports in the valve seat adapted to register with the valve port, one of said
ports connecting directly with the train service pipe, the other connecting with a
supplemental chamber, a pressure valve controlling the opening from said last
mentioned port to the supplemental chamber, valve mechanism in said chamber, and
connection between said chamber and train service pipe, a pressure valve controlling a
port opening into the atmosphere, and connection between one side only of said last
mentioned valve and the supplemental chamber.
ALBERT M. WILLETS.
Haseltine, Lake & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.