Improvements in Apparatus for use in connection with Compressed- air Brakes for Railway and like Vehicles
Year: 1899

page_text: PROVISIONAL SPECIFICATION.
66
'Improvements in Apparatus for use in connection with Compressed-
air Brakes for Railway and like Vehicles."
We, LA SOCIÉTÉ GÉNÉRALE DES FREINS LIPKOWSKI, of 57 Rue Taitbout, Paris,
in the Republic of France, do hereby declare the nature of this invention to be
as follows:-
This invention relates to apparatus for use in connection with compressed air
brakes
The improved apparatus is designed to ensure the instantaneous and conse-
quently the absolutely simultaneous application of the brake to all the carriages
or wagons in a train no matter how long this may be
In order to explain our invention clearly we will hereinafter describe the
same
The accelerator is formed of a casing having tubular sockets for connecting
to the main conduit These tubular sockets lead into a cylindrical chamber in
the interior of the casing into which opens a port which communicates with the
atmosphere The chamber is closed at one end by a plug or stopper and
communicates at its other end with a evlindrical chamber of a larger diameter
and closed by means of a cover provided with a socket through which the said
chamber is placed in connection with an air reservoir
In the cylindrical chambers of the casing the pistons move, they being connected
together by a tubular rod A spring reposing in the plug tends to force the
pistons constantly against or towards the cover The large piston is perforated
with a small hole and is fitted with a packing to form a tight ioint in the lining
of the large chamber The tubular or hollow piston rod may be perforated with
orifices so as to permit free circulation of the compressed air within the casing,
and upon the said rod is mounted a block retained between the piston proper
and flange and acting as a slide-valve for the orifice of the exhaust aperture
This slide is pressed against the bottom of the groove, in which it is guided, by
means of a spring resting upon the rod
The accelerator thus constructed and connected is at rest when in the position
in which the piston is pressed against the cover of the chamber while the slide-

page_text: valve closes the orifice of the exhaust and while the tubular sockets lead into
that part of the casing which is comprised between the two pistons
The apparatus operates in the following manner.
If it is supposed that the driver moderately applies his biake, in this case the
air of the conduit is exhausted in a relatively slow manner and the accelerator
does not act Indeed the orifice of the piston although very small, is sufficiently
great to permit the au from the reservoir to pass through the accelerator and
into the conduit, so that the pistons under the pressure of the spring are not
displaced, leaving the accelerator undisturbed The brakes of the tiain therefore
act in their normal manner
If on the contrary we suppose a sudden depression to occur in the main-conduit
through the action of either the driver, guard, or a passenger, the air from the
reservoir close by has not the time to pass through the orifice into the conduit.
The difference in the pressure upon the two faces of the piston 19 such that the
action of the spring is overcome and the pistons move taking with them the
slide-valve which then opens wide the aperture and thus causes the instant
exhaust of the main conduit The fall in pressure resulting therefrom in the
said conduit causes the accelerator behind in the train to act and so on in the
same manner so that the tightening of all the brakes is so to speak instantaneous
and consequently also simultaneous
When the main conduit as exhausted of the an, that from the reservoir escapes
also and the spring returns the pistons together with the slide-valve into the
extreme position Under these conditions the driver may fill the conduit in
order to loosen the brakes
The special features resulting from the use of this accelerator are as follows
a) The accelerator connected to the conduit is entirely distinct from the brak
apparatus itself and its operation depends upon that of the brake pioner;
b) The accelerator may be applied to any vehicle provided with a biake which
renders its operation always uniform and regular, each apparatus having to
control the same length of conduit
c) The accelerator does not act during gradual stoppage of the train.
In the case where the accelerator is placed under a vehicle provided with a
Westinghouse-brake the exhaust may be placed in connection with the brake-
cylinder thereby increasing its power
It should be understood that the lower piston only serves as a guide and that
only the piston need be considered as far as the working results are concerned
The packing of this latter may be of any convenient kind, in lieu of the metal
ring a pressed-leather packing may be employed Further the air reservoir
instead of being in the form of a tube closed at its outer end may be made in any
other appropriate manner, and if desired the reservoir may be made in a suitable
form to serve at the same time in lieu of the cover
Dated this 31st day of August 1899
HASELTINE LAKE & Co.
45 Southampton Buildings, London, WC,
Agents for the Applicant
improvements in Apparatus for use in connection with Compressed-
air Brakes for Railway and like Vehicles."
We, LA SOCIETE GENERALE DI S FREINS LIPKOWSKI, of 57 Rue Taitbout, Paris,
in the Republic of France, do hereby declare the nature of this invention and in

page_text: what manner the same 18 to be performed, to be particularly described and
uscertained in and by the following statement. -
This invention relates to apparatus for use in connection with compressed ear
brakes
The improved apparatus is designed to ensure the instantaneous and conse-
quently the absolutely simultaneous application of the brake to all the carriages
or wagons in a train no matter how long this may be.
In order to explain our invention clearly we will hereinafter describe the
same with reference to the accompanying drawings, in which:
Figure 1 is a horizontal axial section of the accelerator constructed according
to our system.
Figure 2 18 a section taken on the line A-B of Figure 1, being at right angles
to the previous figure
Figure 3 18 a vertical section of the apparatus taken on the line C-D of
Figure 1
Figure 4 shows three different views of one of the constitutive parts of the
accelerator
Figure 5 18 a diagrammatical view showing the application of our accelerator
to a carriage or railway wagon fitted with a main conduit by which all the
carriages or wagons of a train are connected with the apparatus under the
locomotive for use by the driver.
The accelerator shown in Figures 1, 2 and 3 is formed of a casing a having
tubular sockets b and c for connecting to the main conduit These tubular
Bockets b and c lead into a cylindrical chamber d in the interior of the casing a
into which opens a port e which at f leads into the atmosphere. The chamber d
is closed at one end by a plug or stopper g and communicates at its other end
with a cylindrical chamber h of larger diameter and closed by means of a cover
provided with a socket, through which the said chamber d 18 placed in connection
with an air reservoir
In the cylindrical chambers d and h of the casing a the pistons k and 7 move,
they being connected together by a tubular 1od m A spring nieposing in the
plug g tends to force the pistons k and 7 constantly against or towards the cover?
The large piston 1 is perforated with a small hole o and 18 fitted with a packing p
to form a tight joint in the lining 9 of the large chamber h. The tubular or
hollow piston rod m may be perforated with orifices so as to permit fiee
circulation of the comprossed air within the casing a, and upon the said rod is
mounted a blocks (Figure 4) retained between the piston proper and flange t
and acting as a slide-valve for the orifice e of the exhaust aperture, f This
elide s is pressed against the bottom of the groove in which it is guided, by
means of a spring u resting upon the rod m.
In the diagiam Figure 5 the accelerator is marked with the letter v The
main conduit is marked with the letter to The letter indicates the ordinary
brake-cylinder branching off from the main conduit to Lastly the letter y
indicates a pipe closed at and forming an air-reservoir communicating with the
chamber of the accelerator through the connecting socket j.
The accelerator thus constructed and connected is shown at rest in the position
indicated at Figure 2 that is to say the piston 7 is pressed against the cover i
of the chamber while the slide-valve s closes the orifice e of the exhaust f and
while the tubular sockets b and c lead into that part of the casing a which is
comprised between the two pistons & and /
The apparatus operates in the following manner:
If it is supposed that the driver moderately applies his brake; in this case the
air of the conduit wis exhausted in a relatively slow manner and the accelerator
does not act Indeed the orifice o of the piston 1, although very small, 18
sufficiently great to permit the air from the reservoir y to pass through the
accelerator and into the conduit w, so that the pistons k and 7 under the pressure

page_text: of the spring n are not displaced, leaving the accelerator undisturbed. The
brakes of the train therefore act in their normal manner
If on the contrary we suppose a sudden depression to occur in the main-
conduit to through the action of either the driver, guard, or a passenger, the air
from the reservoir y close by has not the tune to pass through the orifice o into
the conduit to The difference in the pressure upon the two faces of the piston !
16 such that the action of the spring u 18 overcome and the pistons K and I
move taking with them the slide-valves which then opens wide the aperture e
and thus causes the instant exhaust of the main conduit to through / The fall
in pressure resulting therefrom in the said conduit causes the accelerator behind
in the train to act and so on in the same manner so that the tightening of all the
brakes is so to speak instantaneous and consequently also simultaneous.
When the main conduit 18 exhausted of the air, that from the reservoir y
escapes also and the spring n returns the pistons K and together with the slide-
valve into the position indicated at Figure 2 Under these conditions the
driver may fill the conduit w in order to loosen the brakes.
The special features resulting from the use of this accelerator are as follows:-
(a) The accelerator connected to the conduit w is entirely distinct from the
brake apparatus itself
(b) The accelerator may be applied to any vehicle provided with a main conduit
or continuous pipe whether such vehicle has a brake or not which renders.the
operation of the brakes always uniform and regular, each apparatus having to
control the same length of conduit
(c) The accelerator does not act during gradual stoppage of the trains.
It should be understood that the lower piston k only serves as a guide and that
only the piston need be considered as far as the working results are concerned.
The packing of this latter may be of any convenient kind, in lieu of the metal
1ing a pressed-leather packing may be employed Further the air resei voir
instead of being in the form of a tube y closed at its outer end z may be made
in any other appropriate manner, and if desired the reservoir may be made in a
suitable form to serve at the same time in lieu of the cover 1
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that we
are aware that it is not new to employ automatic valves at different points as
desired in the continuous pipe of main conduit for the purpose of rapidly dis-
charging the air therefiom, valves employed for this purpose having been
described and claimed in the Specification of Letters Patent granted to Richard
David Sanders No 980 dated March 12th 1879 Moreover accelerating apparatus
comprising a piston and slide valve operated by the excess of pressure 11 an
auxiliary reservoir has been set forth and claimed in the Specification of Letters
Patent granted to Charles Denton Abel (a communication from abroad by George
Westinghouse Junior) No 275 dated January 6th 1888 To these features
therefore we make no claim but what we claim is:-
An accelerating apparatus constructed substantially as described and interposed
in the main conduit for compressed air brakes, independently of the brake
apparatus proper.
DAL.
1000
1st day of May 1000.
HASELTINE LAKE & Co.
45 Southampton Buildings, London, W.C.,
Agents for the Applicants.