Improvements in Single and Compound Fluid Pressure Motors and Brakes.
Year: 1897

page_text: Date of Application, 19th Jan., 1897-Accepted, 20th Feb., 1897
COMPLETE SPECIFICATION.
Improvements in Single and Compound Fluid Pressure Motors and
Brakes.
I, JOHN MCINTYRE, Engineer, of No. 46 Ogden Avenue, Jersey City, in the
County of Hudson and State of New Jersey, United States of America, 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:—
The invention relates to motors having a fluid under pressure as the motive
agent, and used for the propulsion of street cars, vessels, etc., or for other
purposes.
The object of the invention is to provide certain new and useful improvements
in single and compound fluid pressure motors and brakes, whereby waste of the
fluid is reduced to a minimum, and the motive agent is utilized to the fullest
advantage both in working the motor and in applying the brakes to stop the motor
and the car.
The invention consists principally of a fluid pressure motor and a fluid
pressure brake connected with and actuated by the exhaust of the said motor.
The invention further consists of a compound fluid pressure motor, and a fluid
pressure brake discharging into a low pressure cylinder, receiver, reheater or other
part of the said motor.
Reference is to be had to the accompanying drawings forming a part of this
specification, in which similar characters of reference indicate corresponding parts
in all the figures.
Figure 1 is a sectional plan view of the improvement as arranged for single
motors;
Figure 2 is a like view of a modified form of the same;
Figure 3 is a sectional plan view of the improvement as arranged for compound
motors; and
Figure 4 is a like view of a modified form of the same.
In street cars as heretofore constructed, and using compressed air or other fluid
as the motive agent both for propelling the motor and for actuating the brake
mechanism, it was necessary in order to stop the car, that the live fluid supply
should be shut off from the motor, and that live fluid should be taken from the
reservoir and let into the brake cylinder to apply the brakes. Now it is evident
that in order to make the numerous stops along the line a large amount of power
was wasted by the motor, and a large amount of fluid was used and wasted at the
brake mechanism. By my improvement presently to be described in detail, all
loss of power and waste of fluid is avoided, as the exhaust fluid of the motor is
utilized for actuating the brake mechanism and for stopping the car, and at the
same time for using the brake mechanism as a resistance for the moving piston in
the motor cylinder, to stop the motor without shutting off the live fluid supply
from the said motor.
As illustrated in Figure 1, the cylinder A of a. single compressed air motor, is
provided with the usual chest B, baving an inlet C connected with the compressed
air supply tank or reservoir, and from the cylinder leads an exhaust pipe D
containing a check valve E, and supporting the brake cylinder F of the fluid
pressure brake mechanism, the said cylinder containing a piston G, having its
piston rod G¹ connected with the brake levers in the usual manner.

page_text: Between the brake cylinder F and the exhaust pipe D is arranged a valve
mechanism under the control of the operator, and preferably in the form of a
piston valve having a cylinder H, in which operate the piston valves I, I, secured
on a stem 12 connected with a lever under the control of the operator. The
cylinder H is connected by a port a with the exhaust pipe D above the valve E,
and the said cylinder H is also connected by the ports b, c with the ends of the
brake cylinder F. A port d is formed in the cylinder H, to connect the interior
thereof, near one end of the cylinder, with the atmosphere, as shown in Figure 1.
When the several parts are in the position shown in Figure 1, the exhaust fluid
passing through the pipe D passes through the port a into the cylinder H, and
from the latter through the port c into the front end of the brake cylinder F, to
force the piston G rearward and release the brakes. When this has been done,
the operator shifts the valves I, I to the left to bring the piston valve l' in front
of the port d, so that the exhaust fluid passes through the cylinder H and port d
to the atmosphere, part of the exhaust fluid keeping sufficient pressure on the
piston G to hold the brakes in release.
Now when it is desired to apply the brakes and to stop the motor, without
shutting off the supply of fluid at the pipe C, the operator moves the piston
valves I and I¹ to the right to open the port c to the atmosphere, and to connect
the ports a and b with each other by the cylinder H. In doing so the exhaust
passing through the pipe D passes into the cylinder F, to exert its pressure against
the piston G therein, and to force the same outward and apply the brakes, the air
in front of the piston being forced out through the port c and cylinder H to the
atmosphere.
Now it will be seen that when the exhaust fluid passes into the cylinder F to
apply the brakes, as above described, it is evident that the exhaust fluid, with the
piston G of the brake mechanism, forms a resistance for the piston in the
cylinder A, to finally stop the motor without shutting off the supply of live fluid
to the motor. Thus the application of the brakes causes a stopping of the car,
and at the same time a stopping of the motor and an indirect stopping of the car
by the motor, owing to the resistance given to the cylinder in the piston A.
When it is desired to again start the car, it is only necessary for the operator to
move the piston valves I, I', into the position shown in Figure 1, so that the
port b is open to the atmosphere, and the exhaust in the pipe D and cylinder H
cau pass through the port into the front end of the brake cylinder F, to return
the piston G to its former release position. As the resistance previously given to
the piston G is removed upon shifting the valves I, I, it is evident that the
motor at once starts running, it being only necessary for the operator to move the
piston valves I, I' into an outermost position to the left, as previously explained,
to connect the ports a, d, c with each other to let the exhaust pass to the
atmosphere.
As illustrated in Figure 2, the motor cylinder A¹, is provided with a chest B¹,
having a supply pipe C¹ and an exhaust pipe D' containing a check valve E
A port al connects the exhaust pipe D' with one end of the brake cylinder F¹, in
which is fitted the piston G2 connected at the outer end of its piston rod G³ with
the brake levers. A coil spring G₁ presses on the piston G2, to hold the same
normally in a release position, as indicated in the said, figure, the forward end of
the cylinder being connected by a port c¹ with the atmosphere. The port a¹ ie
connected by a pipe J with a three-way valve K, held in a discharge pipe K,
connected with the exhaust pipe D' between the chest B₁ and the check valve E¹.
When the motor is running, the valve K is open, that is, connects the pipe J
with the outlet of the pipe K¹, so that the exhaust fluid passing through the
pipe D will pass through the pipe J, the valve K and the pipe K' to the
atmosphere. When it is desired to apply the brakes, the operator simply closes
the valve K, so that the exhaust fluid passes through the pipe D' and port a¹ into
the end of the cylinder F¹, to force the piston G2 outward against the tension
of the spring G, and to apply the brakes. The exhaust' fluid from the motor is

page_text: confined within the cylinder F¹, to hold the brakes applied, and the back pressure
of the confined fluid, acts on the piston G2 in the cylinder F¹ so as to stop the
motor in the manner described.
When it is desired to release the brakes and start the motor, it is only necessary
to again open the valve K, so that the exhaust fluid can pass to the atmosphere
both from the cylinder F and the pipe D', the spring G returning the piston G²
to the release position upon the escape of the exhaust fluid to the atmosphere. The
cylinder F is also connected by a pipe L having a valve L', with the air storage
tank or reservoir, so that upon entering the valve L₁ the fluid can pass into the
cylinder F, to force the piston G2 outward and supply the brakes by the use of
live fluid from the tanks. This is only to be used in an emergency.
The check valves E and E', in the exhaust pipes D. D' prevent the pressure
once formed in the brake cylinders from falling to a possible lower pressure than
might occur in the motor cylinders. The check valve E' also prevents live
fluid entering the brake cylinder by the pipe L, from passing. to the motor
cylinder A'.
The compound fluid pressure motor shown in Figure 3, is provided with a high
pressure cylinder A³, a low pressure cylinder A³ and chests or receivers B², B³ for
the said cylinders, the chest B2 being connected with a fluid pressure supply pipe C²,
connected with a storage tank or other vessel containing the fluid under pressure.
The exhaust pipe D of the high pressure cylinder A2 is connected by a branch
pipe D3 with the chest B³ of the low pressure cylinder A³, and the said pipe
contains a valve D₁ for connecting or disconnecting the pipes D' and D³. When
the valve D is open, the exhaust from the high pressure cylinder A can pass by
the pipes D2 and D³ to the low pressure cylinder A³, so that the force of the
exhaust motive agent is further utilized in the low pressure cylinder. The exhaust
pipe D is also connected with one end of a brake cylinder F containing a piston G³,
connected at one end with a piston rod Go, and at its other end with a piston rod G'.
The motive agent passing into the cylinder F from the pipe D' acts on the face of
the piston G having a reduced area for forcing the said piston outwardly in the
direction of the arrow and applying the brakes.
The forward end of the cylinder F2 is connected by a pipe D' with the branch
pipe D³ previously described, so that when the valve D₁ is open, the exhaust
passing through the pipe D³ can pass through the pipe D³ into the forward end
of the cylinder F, to act on the face of the piston G having the large area, so as
to return the said piston G³ to its former position, and thereby release the brakes.
The exhaust pipe De from the low pressure cylinder A³ contains a check valve E²,
and connects with one end of a brake cylinder F3 containing a piston G³, connected by
a piston rod G' with the piston rod G' of the piston G³ previously mentioned. The
piston G is also provided with a forwardly extending piston rod G¹º, connected in
the usual manner with the brake levers of the brake mechanism. Otherwise the
brake cylinder F³ is arranged similarly to the brake cylinder F¹ previously mentioned
and shown in Figure 2-that is, connects at the port a' by a pipe J with a three-way
valve K in a discharge pipe K', connected with the exhaust pipe De between the
chest Bs and the check valve E³.
Now it is evident that the exhaust from the low pressure cylinder D³ passes
through the pipe De into the cylinder F³, to push the piston G³ therein outward
and apply the brakes, when the valve K is closed to the atmosphere. When the
valve K is opened, the spring on the piston rod Go returns the piston G³ to its
former or release position, and the exhaust from the high pressure cylinder passes
through the pipes D and K' to the outer air.
The supply pipe C2 is provided with a branch pipe C³, connected with one end of
a working cylinder F containing a piston G", connected by a piston rod G¹² with
the piston rod G previously mentioned. The outer face of the piston G" is
connected with a piston rod G¹³ of larger diameter than the piston rod G¹³ so.as to
reduce the area of the piston G" at this end of the cylinder F*.
In the pipe C³ is arranged a valve C' for admitting the motive agent to the

page_text: cylinder F, to force the piston G" outward and apply the brakes, and the said
valve C when turned, serves to close the lower end of the pipe C³ and to connect
the cylinder F. with a pipe C³ leading to the chest B3 of the low pressure
cylinder A³. A branch pipe C connects the pipe C with the forward end of the
cylinder F4, to return the piston G₁ to its former or release position at the time the
fluid passes through the pipe C. When the valve C is in this position, the motive
agent used in applying the brakes and contained in the cylinder F can pass from
the latter through the pipe C to the low pressure cylinder A³, to be utilized therein
in the usual manner the same as the exhaust from the high pressure cylinder A².
Thus it will be seen that the motive agent can be directly used in the brake
cylinder to apply the brakes, and the exhaust of the motive agent from the said
cylinder is passed to the low pressure cylinder to be further utilized and assist in
actuating the compound motor.
It is evident that the three brake cylinders F2, F3, F' may be independently
'connected with brake levers of a brake mechanism, if desired, but when connected
with each other as shown in Figure 3, then the valves K, D and C are also
connected with each other to be simultaneously actuated by the operator in
charge.
As shown in Figure 4, a compound motor having high and low pressure
cylinders A, A³ is employed, the cylinders having chests B4, B5, respectively, of
which the chest B is connected with the fluid pressure supply pipe C. The
exhaust pipe D7 of the low pressure cylinder A' contains a check valve E³, and is
connected with a fluid pressure brake, similar to that shown in Figure 1 and
described above. The exhaust from the chest B passes through the pipe D', to
actuate the piston G in the cylinder F, as fully described in reference to Figure 1,
to apply the brakes or release the same.
'
The fluid pressure brake connected with the exhaust pipe D³, is provided with a
cylinder F containing a piston G, the rod G15 of which is connected with the
brake levers. The cylinder F is connected by ports b¹, c¹ with the cylinder I³ of
the valve mechanism having the valves 16 and 17, secured on a stem 18 attached to
a lever under the control of the operator. The cylinder F is also connected by
ports e, with a channel f, into which opens the exhaust pipe D³, and the said
channel is connected by a pipe Q with the low pressure chest B5. The brakes may
be applied by the exhaust from the low pressure chest B by passing the said
exhaust into the cylinder F upon shifting the piston valves I, I'. The brakes may
also be applied by shifting the valves I, 17 in the cylinder 15, to cause the exhaust
passing up the pipe D8 to enter the cylinder F' and force the piston G1 outward
so as to apply the brakes.
In order to release the brakes controlled from the cylinder F, the valves I', I'
are shifted, so as to let the fluid exhaust through the ports 2 and e¹ into the outer
end of the cylinder F³, to return the piston G, that is, move it back into a release
position. It is evident that by the arrangement described, the exhaust from the
cylinder F³ passes through the exhaust from the pipe D8 through the pipe Q into
the low pressure chest B³, to utilize the exhaust from the cylinder F, without any
waste whatever.
It is understood that the air used for operating the piston G14 to apply the
brakes, is not exhausted to the atmosphere as is the case with the air passed
into the cylinder F as previously mentioned, but the air is utilized in the low
pressure cylinder to do further work-that is, assist in actuating the motor for
propelling the car.
It is evident that by the arrangement described, no motive agent whatever is
wasted, as the motive agent is utilized for applying the brakes, and the exhaust
from the brake cylinder is utilized in the low pressure cylinder to do further
work.
It is understood that the exhaust from the brake cylinder can be passed into a
receiver or reheater, instead of directly into the low pressure cylinder.

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. A fluid pressure brake, and a fluid pressure motor having its exhaust con-
nected with the said brake, to directly actuate the latter by the exhaust fluid from
the motor as the motive agent for the brake, substantially as described.
2. A fluid pressure brake, a fluid pressure motor, and a valved exhaust con-
nection from the said motor to the brake, to cause the exhaust fluid of the motor
to directly actuate the said brake, substantially as shown and described.
3. A fluid pressure motor, a fluid pressure brake, and a valved exhaust con-
nection between the said motor and brake, for applying the brakes by the exhaust
motive agent from the said motor, substantially as shown and described.
4. A fluid pressure motor, a fluid pressure brake, and a valved connection
between the said motor and the said brake, for releasing the brakes by the exhaust
motive agent from the said motor, substantially as shown and described.
5. A fluid pressure motor, a fluid pressure brake, an exhaust pipe connecting the
said motor with the said brake, and a check valve in the said exhaust pipe to
prevent the pressure in the motor from falling below the pressure in the brake
cylinder, substantially as shown and described.
6. A. fluid pressure motor, a fluid pressure brake, an exhaust pipe connecting
the said motor with the said brake, a check valve in the said exhaust pipe, and a
live fluid supply for the said brake, the said check valve preventing the live fluid
from passing into the said motor, substantially as shown and described.
7. A compound fluid pressure motor and a fluid pressure brake, arranged to
discharge its motive agent into the said motor to do further work, substantially as
shown and described.
8. A compound fluid pressure motor, and a fluid pressure brake actuated by fluid
pressure and having its exhaust forming part of the motive agent for the low
pressure cylinder of the said motor, substantially as shown and described.
9. A compound fluid pressure motor, and a fluid pressure brake connected with
the exhaust of the high pressure cylinder, to apply the brakes and discharge into
the low pressure cylinder of the said motor, substantially as shown and described.
10. A compound fluid pressure motor, and a fluid pressure brake interposed in
the connection between the high and low pressure cylinders of the said motor,
substantially as shown and described.
11. A compound fluid pressure motor, a fluid pressure brake, and a valved
connection between the said brake and the said motor, for utilizing the exhaust of
the brake as part of the motive agent for the said motor, substantially as shown
and described.
12. A compound fluid pressure motor, a fluid pressure brake, and a valved
connection between the said brake and the high pressure cylinder of the said
motor, for actuating the said brake, to apply and release the brakes, substantially
as shown and described.
13. A compound fluid pressure motor, a fluid pressure brake, a valved connection
between the said brake and the high pressure cylinder of the said motor, for
actuating the said brake, to apply and release the brakes, and a connection between
the said valved connection and the low pressure cylinder, for passing the exhaust
from the brake cylinder into the said connection and to the low pressure cylinder,
substantially as shown and described.
14. A. compound fluid pressure motor, a fluid pressure brake, a live fluid supply
for the said brake and the high pressure cylinder of the said motor, and a con-
nection between the said brake and the low pressure cylinder of the said motor, to
pass the exhaust of the brake into the said low pressure cylinder, substantially as
shown and described.
15. A compound fluid pressure motor, a fluid pressure brake, a live fluid supply
for the said motor and brake, an exhaust connection between the said fluid pressure

page_text: brake and the low pressure cylinder of the said motor, to pass the exhaust of the
brake into the said low pressure cylinder, and a second fluid pressure brake inter-
posed in the connection between the high and the low pressure cylinders, substantially
as shown and described.
16. A compound fluid pressure motor; a fluid pressure brake, a live fluid supply
for the said motor and brake, an exhaust connection between the said fluid
pressure brake and the low pressure cylinder of the said motor, to pass the
exhaust of the brake into the said low pressure cylinder, a second fluid pressure
brake interposed in the connection between the high and the low pressure cylinders,
and means for connecting the said brakes with each other to operate the same in
unison, as set forth.
17. A compound fluid pressure motor, a fluid pressure brake, a live fluid supply
for the said motor and brake, an exhaust connection between the said fluid pressure
brake and the low pressure cylinder of the said motor, to pass the exhaust of the
brake into the said low pressure cylinder, a second fluid pressure brake interposed
in the connection between the high and the low pressure cylinders, and a third
fluid pressure brake in the exhaust of the low pressure cylinder of the motor,
substantially as shown and described.
18. A compound fluid pressure motor, a fluid pressure brake, a live fluid supply
for the said motor and brake, an exhaust connection between the said fluid
pressure brake and the low pressure cylinder of the said motor, to pass the
exhaust of the brake into the said low pressure cylinder, a second fluid pressure
brake interposed in the connection between the high and the low pressure cylinders,
a third fluid pressure brake in the exhaust of the low pressure cylinder of the
motor, and means for connecting the said brakes with each other, to operate the
same in unison, as set forth.
A. M. & WM. CLARK,
53 Chancery Lane, London, Chartered Patent Agents.