Improvements in Air Brakes for Railway Vehicles.
Year: 1893

page_text: Date of Application, 3rd Oct., 1893
Complete Specification Left, 12th May, 1894-Accepted, 21st July, 1894
[Communicated from abroad by THE WESTINGHOUSE BRAKE COMPANY, of
Pittsburg, Pennsylvania, in the United States of America.]
Improvements in Air Brakes for Railway Vehicles.
I, OLIVER IMRAY of No. 28 Southampton Buildings in the County of London,
Fellow of the Chartered Institute of Patent Agents do hereby declare the nature of
this invention to be as follows:-
The object of this invention is to provide a quick action automatic brake
apparatus, in which a higher degree of braking power than heretofore may be made
available for emergency applications of the brakes, in the operation of trains at
exceptionally high speeds, without involving an increase in the braking power
normally exerted in making ordinary or service applications of the brakes. To
this end my invention consists in certain novel combinations of devices hereinafter
set forth, whereby the maximum force with which the brakes are applied in making
service applications is limited to an amount less than that due to the maximum
expansive pressure of the fluid contained in the auxiliary reservoir, the force with
which the brakes are applied in making emergency applications is greatly
increased, and the degree of such force is automatically reduced as the speed of
the train is slackened. The improvement claimed is hereinafter fully set forth.
This invention is particularly designed for application upon trains which are
run at extremely high speeds, and which, by reason of such high speed and of the
variations of speed necessary in service, require the exertion of a braking force
which is variable within a comparatively wide range. Under my invention, I
provide means whereby the ordinary graduated application may be made when
running at ordinary speeds, or in making a gradual stop from high speed, and a
very powerful application may be made when the train is moving at high speeds
and the wheels are revolving at their greatest velocity. I also provide for the
gradual reduction of the force of such powerful applications, as the speed of the
train slackens, in order to prevent the sliding of the wheels, and the objectionable
results incident thereto.
In the practice of my invention, I employ an auxiliary reservoir and brake
cylinder, of such relative capacity that a full service application of the brakes may
be effected by supplying, from the auxiliary reservoir to the brake cylinder, only
a degree of pressure less than that due to the equalization of pressures in the
auxiliary reservoir and brake cylinder. The graduated and full applications for
service stops may be made in the usual manner, but in making these stops any
fluid under pressure released from the auxiliary reservoir to the brake cylinder, in
excess of the amount necessary to produce, in the brake cylinder, the pre-
determined pressure required for making a full service application, is permitted to
escape into the atmosphere, so that, although the amount of fluid stored in the
auxiliary reservoir is sufficient to produce, in the brake cylinder, a pressure much
greater than that required for a full service application, this greater pressure cannot
be obtained therein by gradual reductions of train pipe pressure.
In connection with the brake cylinder and triple valve, I provide a supple-
mentary valve device which controls a supply port to the brake cylinder and a
release port from the brake cylinder to the atmosphere, and which is so adjusted
as to close the release port and open the supply port so long as the pressure in the
brake cylinder does not exceed the amount necessary for making a full service
application of the brakes..
In making service applications of the brakes by gradual reductions of train pipe

page_text: pressure, the supply port is closed by the supplementary valve when the full
service pressure is obtained in the brake cylinder. This pressure may be
obtained in the brake cylinder so gradually as to affect merely the closing of
the supply port, without opening the release port, and without a complete
expansion of the auxiliary reservoir fluid into the brake cylinder, and the fluid
will then be confined in the brake cylinder at the limit of pressure required
for service applications. The brakes may then be released and applied again
immediately without further charging the auxiliary reservoir. It may occur,
however, that in making a service application, as the pressure in the brake
cylinder approaches the limit desirable for a full service application, the final
admission of fluid to the brake cylinder may produce therein a pressure more or
less in excess of that required. Such excess of pressure may be great enough not
only to close the supply port controlled by the supplementary valve, but also to
effect a quick opening of the release port to such an extent as to secure a quick
reduction of pressure to the limit required. The release port of the supplementary
valve device will then again be closed, and both the release port and the supply
port of the supplementary valve device will remain closed until the brake cylinder
pressure is reduced in releasing the brakes by means of the triple valve, when the
supply port will again be opened.
When a quick reduction of train pipe pressure is effected for the purpose of
making an emergency application of the brakes, pressure is supplied to the brake
cylinder from the auxiliary reservoir and from the train pipe, as in the standard
Westinghouse quick action system; and, as shown in one modification of this
invention, it may be supplied from a supplementary reservoir by means of the
quick action valve device.
In the quick action automatic brake systems heretofore in use, when the quick
action triple valve is operated to produce an emergency application, an equilization
of pressures takes place almost instantly between the auxiliary reservoir and brake
cylinder, so that the full effect of the auxiliary reservoir air is obtained in the
brake cylinder immediately. With this invention the pressure thus exerted in the
brake cylinder exceeds that exerted in service applications, not merely by
the amount due to the admission of train pipe air to the brake cylinder, but also
by the amount due to the excess of pressure in the auxiliary reservoir above that
necessary for service applications, and, further, by the amount due to the admission
of air from the supplementary reservoir, in cases where the latter is employed.
When this very high pressure is admitted to the brake cylinder, the brakes are
instantly applied with a maximum force, which is greatly in excess of the force
which would be necessary or safe, at ordinary speeds, or which could be safely
applied at any speed, if it continued to act without reduction as the speed of the
train slackened. It is necessary, therefore, that this force should be gradually
diminished as the speed of the train slackens, and the wheels turn more slowly, 80
as to prevent the wheels from being gripped so tightly that they will slide on the
rails, and, in order to provide for such reduction, I employ the supplementary valve
device before referred to, which, in addition to its function of limiting the force
of a service application, operates to gradually release the pressure from the brake
cylinder in emergency applications, until that pressure is reduced to the limit
permitted in full service applications.
In the accompanying drawings:
Figure 1 is a general plan view of a brake apparatus illustrating an application
of my invention;
Figure 2, a similar view of a modification in which a supplementary reservoir is
employed;
Figure 3, a plan view, ou an enlarged scale, showing more clearly the fluid
pressure devices illustrated in Figure 2;
Figure 4, a vertical section, on a further enlarged scale, of a quick action triple
valve and a supplementary valve device showing the quick action triple valve
connected to a brake cylinder head;

page_text: Figure 5, a horizontal section, on the line x, x, of Figure 4, of the quick action
triple valve and supplementary valve device, the brake cylinder to which the triple
valve casing is connected being shown in plan;
Figure 6, a vertical section on the line y, y, of Figure 5, the quick action triple
valve and brake cylinder both being shown in section;
Figure 7 a view of the face of the slide valve of the quick action triple valve;
Figure 8, a plan view of the seat of the slide valve of the quick action triple
valve;
Figure 9 a section through a part of the casing of the quick action triple valve
on the line z, z, of Figure 8;
Figure 10, a view of the face of the slide valve of the supplementary valve
device; .
Figure 11, a view of the seat of the slide valve of the supplementary valve
device with ports as shown in Figure 4;
Figure 12 a section through a supplementary valve device and quick action triple
valve showing a modification of my invention;
Figure 13, an elevation and partial section through the quick action triple valve
shown in Fig. 12, the section being on a plane at right angles to that of Figure 12;
Figure 14, a face view of the slide valve of the supplementary valve device
shown in Figure 12, and;
•
Figure 15, a view of the seat of the slide valve shown in Figure 14.
The arrangement of the train pipe 1, branch pipe 2, quick action triple valve 3,
brake cylinder 4, and auxiliary reservoir 5, shown in the drawings, is similar to
that employed in the Westinghouse quick action brake system, but my improve-
ments are not in any wise limited in their application to such or any other specific
construction and arrangement of brake apparatus.
:
In the preferred form of my improvements shown in detail in Figs. 4 to 11, both
inclusive, I employ in connection with a quick action triple valve device a supple-
mentary valve device in which a piston chamber, 10, and a slide valve chamber, 11,
communicating therewith, are formed in a casing and lined with a bushing 21.
A piston 12 is fitted in the chamber 10 and is normally held in position against
one end of the chamber by means of a spring 13, which surrounds the piston
stem 14, and bears at one end against the piston 12 and at the other end against a
hollow adjusting nut 15, which is screwed into the section 16 of the casing which
encloses the spring 13 and stem 14. A stem 17 projects from the piston 12 into
the slide valve chamber 11, and is provided with two collars, 18 and 19, between
which the slide valve 8 is fitted, so that any longitudinal movement. of the stem 17
and piston 12 slides the valve 8 on its seat 20. The chamber 11 is closed at one
end by the screw cap 22, which acts as a guide for the stem 17, and the passage 7,
shown in dotted lines in Figure 5, connects the chamber 11 with the annular
space 39, which is formed in the casing of the triple valve around the bushing 35.
As is usual in the standard Westinghouse quick action triple valve, this annular
space 39 is always in open communication with the brake cylinder through the
passages 40, 41 and 46; therefore the chamber 11 will always be in open communi-
cation with the brake cylinder. The passage 7 may, however, open directly into
either of the passages 40, 41 or 46, or directly into the brake cylinder.
.
A supply port 38 is formed in that portion of the bushing 21 which forms the
seat of the slide valve 8 and connects the chamber 11 with an annular passage 37,
formed in the casing 6 of the supplementary valve device around the bushing 21.
This annular passage 37 is connected by means of a passage 36 with the service
port 34 formed in the bushing 35 of the quick action triple valve.
It will be seen that, with this construction, the service port 34 does not
communicate directly with the passage 40 leading to the brake cylinder, and,
therefore, any fluid which passes from the auxiliary reservoir through the service
port 34, must flow through the passages 36, 37, 38, chamber 11, and passages 7, 40,
41, and 46 to get into the brake cylinder.
The slide valve 8 has formed in its face a port 23, which communicates, by

page_text: means of a side port 26, with the chamber 11. The port 23 is of the form shown in
Fig. 10, and consists of a narrow rectangular portion 24 having a tapering
extension 25 formed on one of its sides. The port 9, in the valve seat 20, is of the
same form and about the same dimensions as the rectangular portion, 24 of the
port 23, in the face of valve 8.
When in its normal position, and when the brakes are off, the valve 8 closes
the release port 9 and opens the port 38, and when fluid under pressure is admitted
to the brake cylinder, the valve 8 remains in its normal position, so far as the
ports 9 and 38 are concerned, so long as the brake cylinder pressure is below that
necessary for a full service application of the brakes.
The brake cylinder 4, and auxiliary reservoir 5, are so proportioned that with
the usual normal pressure in the train pipe and auxiliary reservoir, a full service
application of the brakes may be obtained by a comparatively low pressure per unit
of area acting on the piston of the brake cylinder; and this pressure, while it is
capable of producing the same effect, is considerably less per unit of area than the
equalized pressure heretofore and now ordinarily employed in making a full service
application.
A. service application of the brakes is effected by making a gradual reduction of
train pipe pressure, which permits the auxiliary reservoir pressure to move the
piston 29 of the triple valve 3, and with it the small graduating valve 30; the slide
valve 31, is then moved to close communication between the brake cylinder and
the exhaust passage 32 and to open the port or passage 33, in the slide valve 31, to
the port 34 in the bushing 35. The fluid from the auxiliary reservoir then flows
through the passage 33 in the valve and through the port 34 in the bushing 35,
into the passage 36 and annular passage 37, which surrounds the bushing 21 of the
valve chamber 11. From the passage 37 the fluid passes through the supply
port 38 in the bushing 21 and fills the chamber 11 of the supplementary valve
device 6, and then flows through the passage 7 into the annular passage 39,
surrounding the bushing 35 of the quick action triple valve, which communicates
by means of the passages 40, 41, and 46 with the brake cylinder.
Fluid from the auxiliary reservoir will continue to flow, through the passages
described, into the brake cylinder, until the reservoir pressure is reduced below
that in the train pipe, when the piston 29 will be moved by the train pipe pressure
sufficiently to cause the graduating valve 30 to close the passage 33 in the slide
valve, and thereby cut off communication between the auxiliary reservoir and the
brake cylinder. A further reduction of train pipe pressure will permit the auxiliary
reservoir pressure to move the piston 29 and with it the graduating valve 30,
sufficiently to again open the passage 33 and permit an additional flow of fluid from
the auxiliary reservoir to the brake cylinder. This may be repeated until the
pressure acting on the piston 47, of the brake cylinder is sufficiently great to
produce a full service application of the brakes. This full service pressure is
obtained in the brake cylinder by permitting only a partial expansion of the
auxiliary reservoir fluid thereinto, and it is considerably, less than the pressure
which would be exerted if the auxiliary reservoir and brake cylinder pressures were
equalized.
As soon as sufficient pressure has accumulated in the brake cylinder to effect a
full service application, the fluid pressure in the chamber, 11 of the supplementary
valve device 6, which is at all times in communication, with, the brake cylinder,
moves the piston 12 against the resistance of the spring 14, and causes the valve 8
to close the port .38 and thereby prevent the further admission, of fluid to the brake
cylinder.
"
In case the pressure in the brake cylinder is just sufficient for a full service
application of the brakes, no further movement of the valve 8 occurs, but if the
final admission of fluid to the brake cylinder has been sufficient to produce a slight
excess of pressure above that necessary for a full service application, the piston. 12
and slide valve 8 will be moved far enough not only to close the supply. port 38,
but also to open the release port 9 by causing the wide portion of the port 23 of

page_text: the slide valve to register with the release port 9 in the bushing 21, and
thereby produce a maximum opening for the release of pressure from the brake
cylinder.
The pressure in the brake cylinder is then quickly reduced by the release of
fluid therefrom which flows through the passages 46, 41, 40, 39, and 7, into the
chamber 11 of the supplementary valve device, and from the chamber 11, through
the slide port 26 in the slide valve 8, and through the port 23 in the face of the
slide valve and port 9 in the bushing 21, to the atmosphere. The reduction of
pressure thus effected in the brake cylinder and chamber 11, permits the spring 13
to move the piston 12 aud valve 8 back again far enough to close the release port 9
without opening the port 38. Any further graduated reduction of train pipe
pressure will not cause a further admission of fluid under pressure from the
auxiliary reservoir to the brake cylinder unless the reduction of pressure in the
brake cylinder, through leakage or otherwise, has been great enough to cause
the opening of the port 38.
When a high degree of pressure is suddenly exerted in the brake cylinder, as is
the case in emergency applications of the brakes. the pressure in the brake cylinder,
and in the chamber 11, acting on the piston 12, compresses the spring 13 and moves
the piston 12 and valve 8 suddenly to the extremity of their stroke. In this
position the projections 28, on the piston 12, bear against the shoulder 27, on the
section 16 of the casing, and the narrow end of the tapered portion 25, of the
port 23, registers with the port 9, in the valve seat 20. The upper edge of
the port 23 passes the upper edge of said port 9, as shown by the dotted lines in
Fig 11, so as to leave but a very slight opening for the escape of fluid. This
permits a slight release of the fluid and a slow reduction of pressure at first, but
as the fluid continues to escape and the pressure lowers, the diminished pressure on
the piston 12 permits the spring 13 to move the piston and valve gradually back
toward their normal positions, and, in this backward movement, the wider portions
of the port 23 successively register with the port 9, and the ports 23 and 9 finally
present the maximum opening through which the pressure is quickly reduced to the
degree employed in making a full service application. The valve 8, continuing its
backward movement, then quickly closes the release port 9, and no further
reduction of pressure takes place until the brakes are released by increasing the
train pipe pressure.
In order to produce an emergency application of the brakes, we employ the
construction of quick action triple valve device shown in detail in Figs. 6, 7, 8
and 9. When a sufficiently great and rapid reduction of train pipe pressure is
effected, the piston 29 is moved, by auxiliary reservoir pressure, to the limit of its
stroke, and the slide valve 31 is moved into position where it closes .communication
between the brake cylinder and the atmosphere, the cutaway portion 49 of the slide.
valve uncovering the quick action port 50. Fluid from the auxiliary reservoir
then passes through the port 50 to the piston 42, and by acting on the piston 42,
unseats the valve 43, which permits the fluid in the chamber 52 to pass to the brake
cylinder, thereby reducing the pressure in the chamber 52 and permitting the fluid
from the train pipe to flow through the passages 37*, 53, chambers 52, and 45, and
passages 41, and 46, to the brake cylinder.
As soon as the port 50 is uncovered by the cutaway portion 49 of the slide
valve 31, fluid from the auxiliary reservoir also flows to the brake cylinder through
the port 50 and passages 51, 40, 41, and 46.
When the train pipe pressure is increased for the purpose of releasing the brakes,
the slide valve 31 is moved back to its normal position in which the cavity 48 of
the slide valve 31 connects the service port 34 and emergency port 50 with the
exhaust port 47. The fluid in the brake cylinder then escapes through the
passages 46, 41, and 40, and thence either through the passage 51 and emergency
port 50 to the cavity 48, or through the passage 7, chamber 11, and passages 38,37,
and 34, to the cavity 48, and from the cavity 48 through the port 47 and passage 32
to the atmosphère.

page_text: As shown in Figs. 2 and 3, there may be further provided a supplementary
reservoir 54, which is connected, as shown in Figs. 4 and 6, by a branch pipe 55,
with the chamber 52 in the casing of the quick action triple valve, in such manner
that air from the train pipe 1, and branch pipe, may pass through the chamber 37ª,
passage 53, chamber 52, and pipe 55, into the supplemental reservoir 54, when the
train pipe is charged for the purpose of releasing the brakes. In order that the
charging of the reservoir 54 may not interfere with the prompt release of
the brakes, a check valve, 56, through which extends a small passage 57, is located
in the pipe 55, in such manner as to close or seat towards the supplementary
reservoir 54, when the flow of fluid is from the train pipe toward the supplementary
reservoir. The supplementary reservoir 54 is then charged gradually, through the
small passage 57, and the accumulation of pressure on the train pipe side of the
triple valve piston, 29, moves that piston, and the slide valve 31, of the triple valve,
to their normal positions, in which the brake cylinder is connected, through the
slide valve 31, with the atmosphere, communication between the auxiliary
reservoir 5 and the brake cylinder is closed, and the feed passage 58 from the train
pipe to the auxiliary reservoir 5 is opened. The charging of the auxiliary reservoir
and supplementary reservoir will continue, until the pressure in each is substantially
the same as the pressure in the train pipe.
In making an emergency application of the brakes, the piston 29 and valve 31 are
moved, on a sufficiently great and rapid reduction of train pipe pressure being
made, to release fluid under pressure from the auxiliary reservoir, 5, to the brake
cylinder and to the piston 42. The piston 42 is then and thereby moved so as to
open the quick action valve 43, which permits air to flow from the chamber 52 to
the brake cylinder, and the reduction of pressure caused thereby permits the air
in the train pipe to open the check valve 44 and flow to the brake cylinder. If a
supplementary reservoir 54 be also employed, the fluid under pressure therein will
.co-incidently open the check valve 56 to its full capacity, and flow through the
pipe 55, chambers 52 and 45, and passages 41 and 46, to the brake cylinder.
When the supplementary reservoir, 54, is employed, the effective pressure exerted
in the brake cylinder is not only materially greater than the pressure exerted in
making service applications of the brakes, but is also materially greater than that
.heretofore exerted in making emergency applications.
A modification of this invention is shown in Figures 12, 13, 14 and 15, in which
the supply port 38 in the supplementary valve device, and the connections 36
and 37 thereto, from the service port 34, are omitted. The service port 34 is
-connected, as shown in Figure 13, directly with the passage 40 in the casing of the
quick action triple valve, and when it is opened by the movement of the slide
valve 31, the fluid from the auxiliary reservoir flows directly into the passages 40
and 41 and thence to the brake cylinder.
The chamber 11, of the supplementary valve device 6, is always in communication
with the passages 40, 41, and with the brake cylinder, through the passage 7, and
the piston 12 is, therefore, always subjected on one side to brake cylinder pressure.
The valve seat 20 of the slide valve, 8, has a release port, 9, formed in it, as shown
in Figures 12 and 15, and the valve 8 is provided with a port 23, as shown in
Figure 14, which port is of substantially the same form as that shown in Figure 10.
The port 23 is always in communication with the chamber 11, through the side
port 26 in the valve 8, as shown by dotted lines in Figure 14, and registers with
the port 9 as before described.
Whichever form of supplementary valve device is employed, if preferred, the
rectangular release port, 9, may be formed in the valve 8, and a port similar in form
to the port 23 may be formed in the valve seat, but in a position the reverse of that
...shown in the drawings; or a series of ports may be employed instead of a single
port in the valve and its seat. This invention, therefore, is not limited to the
specific construction shown in the drawing.
It will be obvious that in lieu of the piston 12, a flexible diaphragm, or any other
movable abutment constituting the mechanical equivalent of a piston, may b
be

page_text: employed, in the discretion of the constructor, and without departure from the-
essential features of this invention.
It will be seen that by means of this invention the pressure and quantity of fluid
in the auxiliary reservoir may not only be greater than is necessary for a full
service application of the brakes, but may be sufficient for a number of applications,
and this is regarded as an important feature of this invention as it permits repeated
applications of the brakes to be made in quick succession without the necessity of
waiting to recharge the auxiliary reservoirs. It is, therefore, an essential feature
of this invention not only that the capacity, but also the normal condition as to
pressure and volume of fluid, of the auxiliary reservoir, shall be such as to exceed
what is necessary for a single full application of the brakes. And no unusual or
accidental excess can interfere in any way with the prompt and efficient application
of the brake, but may increase the efficiency. And to secure a new and improved
action or operation of the brakes under these conditions is one of the objects of
this invention.
Dated this 3rd day of October 1893.
ABEL & IMRAY,
Agents for Applicant.
COMPLETE SPECIFICATION.
Improvements in Air Brakes for Railway Vehicles.
I, OLIVER IMRAY, of No. 28 Southampton Buildings, in the County of London,..
Chartered Patent Agent, 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:-
The object of this invention is to provide a quick action automatic brake
apparatus in which a higher degree of braking power than heretofore may be made
available for emergency applications of the brakes, in the operation of trains at
exceptionally high speeds, without involving an increase in the braking power
normally exerted in making ordinary or service applications of the brakes. To this
end the invention consists in certain novel combinations of devices hereinafter set
forth, whereby the maximum force with which the brakes are applied in making
service applications is limited to an amount less than that due to the maximum
expansive pressure of the fluid contained in the auxiliary reservoir, the force with
which the brakes are applied in making emergency applications is greatly increased,
and the degree of such force is automatically reduced as the speed of the train is-
slackened. The improvement claimed is hereinafter fully set forth.
This invention is particularly designed for application upon trains which are run
at extremely high speeds, and which, by reason of such high speed and of the
variations of speed necessary in service, require the exertion of a braking force
which is variable within a comparatively wide range. Under this invention, means
are provided whereby the ordinary graduated application may be made when
running at ordinary speeds, or in making a gradual stop from high speed, and a very
powerful application may be made when the train moving at high speeds and the
wheels are revolving at their greatest velocity. Means are also provided for the-
gradual reduction of the force of such powerful applications, as the speed of
the train slackens, in order to prevent the sliding of the wheels and the objectionable
results incident thereto.
In the practice of this invention, an auxiliary reservoir and brake cylinder are
employed of such relative capacity that a full service application of the brakes
may be effected by supplying from the auxiliary reservoir to the brake cylinder,
only a degree of pressure less than that due to the equalization of pressure in the
auxiliary reservoir and brake cylinder. The graduated and full applications for
service stops may be made in the usual manner, but in making these stops any fluid

page_text: under pressure released from the auxiliary reservoir to the brake cylinder, in
excess of the amount necessary to produce, in the brake cylinder, the predetermined
pressure required for making a full service application, is permitted to escape into
the atmosphere, so that, although the amount of fluid stored in the auxiliary
reservoir is sufficient to produce, in the brake cylinder, a pressure much greater
than that required for a full service application this greater pressure cannot be
obtained in the cylinder by gradual reductions of train pipe pressure.
In connection with the brake cylinder and triple valve, a supplementary valve
device is provided which controls a supply port to the brake cylinder and a release
port from the brake cylinder to the atmosphere, and which is so adjusted as to close
the release port and open the supply port so long as the pressure in the brake
cylinder does not exceed the amount necessary for making a full service application
of the brakes.
In making service applications of the brakes by gradual reductions of train pipe
pressure, the supply port is closed by the supplementary valve when the full
service pressure is obtained in the brake cylinder.
This pressure may be obtained in the brake cylinder so gradually as to effect
merely the closing of the supply port, without opening the release port, and without
a complete expansion of the auxiliary reservoir fluid into the brake cylinder, and the
fluid will then be confined in the brake cylinder at the limit of pressure required
for service applications.
The brakes may then be released and applied again immediately without further
charging the auxiliary reservoir. It may occur, however, that in making a service
application, as the pressure in the brake cylinder approaches the limit desirable for
a full service application, the final admission of Huid to the brake cylinder may
produce therein a pressure more or less in excess of that required.
Such excess of pressure may be great enough not only to close the supply port
controlled by the supplementary valve, but also to effect a quick opening of the
release port to such an extent as to secure a quick reduction of pressure to the limit
required. The release port of the supplementary valve device will then again be
closed, and both the release port and the supply port of the supplementary valve
device will remain closed until the brake cylinder pressure is reduced in releasing
the brakes by means of the triple valve, when the supply port will again be
opened.
When a quick reduction of train pipe pressure is effected for the purpose of
making an emergency application of the brakes, pressure is supplied to the brake
cylinder from the auxiliary reservoir and from the train pipe, as in the standard
Westinghouse quick action system; and, as shewn in one modification of this
invention, it may be supplied from a supplementary reservoir by means of the quick
action valve device.
In the quick action automatic brake systems heretofore in use, when the quick
action triple valve is operated to produce an emergency application, an equalization
of pressures takes place almost instantly between the auxiliary reservoir and brake
cylinder, so that the full effect of the auxiliary reservoir air is obtained in the brake
cylinder immediately. With the present improvement the pressure thus exerted in
the brake cylinder exceeds that exerted in service applications, not merely by the
amount due to the admission of train pipe air to the brake cylinder, but also by the
amount due to the excess of pressure in the auxiliary reservoir above that necessary
for service applications, and, further by the amount due to the admission of air
from the supplementary reservoir, in cases where the latter is employed.
When this very high pressure is admitted to the brake cylinder, the brakes are
instantly applied with a maximum force, which is greatly in excess of the force
which would be necessary or safe, at ordinary speeds, or which could be safely
supplied at any speed, if it continued to act without reduction as the speed of the
train slackened.
It is necessary, therefore, that this force should be gradually diminished as the
speed of the train slackens, and the wheels turn more slowly, so as to prevent the

page_text: wheels from being gripped so tightly that they will slide on the rails, and in order
to provide for such reduction the supplementary valve device before referred to
is employed, which, in addition to its function of limiting the force of a service
application, operates to gradually release the pressure from the brake cylinder in
emergency applications, until that pressure is reduced to the limit permitted in full
service applications.
In the drawings accompanying the Provisional Specification
:-
Fig. 1 is a general plan of a brake apparatus illustrating an application of this
invention,
Fig. 2 is a similar view of a modification in which a supplementary reservoir is
employed;
Fig. 3 is a plan on an enlarged scale showing more clearly the fluid pressure
devices illustrated in Fig. 2;
Fig. 4 is a vertical section on a further enlarged scale of a quick action triple valve
and a supplementary valve device showing the quick action triple valve connected
to a brake cylinder head;
Fig. 5 is a horizontal section on the line ac of Fig. 4 of the quick action triple
valve and supplementary valve device, the brake cylinder to which the triple valve
casing is connected being partly shewn in plan ;
Fig. 6 is a vertical section on the line y y of Fig. 5, the quick action triple valve
and part of the brake cylinder both being shewn in section;
Fig. 7 is a view of the face of the slide valve of the quick action triple valve.
Fig. 8 is a plan of the seat of the slide valve of the quick action triple valve.
Fig. 9 is a section through a part of the casing of the quick action triple valve
on the line of Fig. 8;
Fig. 10 is a view of the face of the slide valve of the supplementary valve
device;
Fig. 11 is a view of the seat of the slide valve of the supplementary valve device
with ports as shewn in Fig. 4;
Fig. 12 is a section through a supplementary valve device and quick action triple
valve showing a modification of the invention;
Fig. 13 is an elevation and partial section through the quick action triple valve
shown in Fig. 12, the section being on a plane at right angles to that of
Fig. 12;
Fig. 14 is a face view of the slide valve of the supplementary valve device shown
in Fig. 12; and
Fig. 15 is a view of the seat of the slide valve shewn in Fig. 14.
The arrangement of the train pipe 1, branch pipe 2, quick action triple valve 3,
brake cylinder 4, and auxiliary reservoir 5, shown in the drawings, is similar to
that employed in the Westinghouse quick action brake system, but the present
improvements may be applied to other arrangements of brake apparatus.
In the preferred form of the present invention shewn in detail in Figures 4 to 11,
both inclusive, there is arranged in connection with a quick action triple valve a
supplementary valve device in which a piston chamber 10 and a slide valve
chamber 11, communicating therewith, are formed in a casing 6 and lined with a
bushing 21. A piston 12 is fitted in the chamber 10 and is normally held in
position against one end of the chamber by means of a spring 13 which surrounds
the piston stem 14, and bears at one end against the piston 12 and at the other
end against a hollow adjusting nut 15, screwed into the part 16 of the casing.
A stem 17 projects from the piston 12 into the slide valve chamber 11 and is
provided with two collars 18 and 19, between which the slide valve 8 is fitted, so
that any longitudinal movement of the stem 17 and piston 12 slides the valve 8
along its seat 20.
The chamber 11 is closed at one end by the screw cap 22, which acts as a guide
for the stem 17, and the passage 7, shewn in dotted lines in Figure 5 connects the
chamber with the annular space 39, which is formed in the casing of the triple
valve around the bushing 35.

page_text: -As is usual in the standard Westinghouse quick action triple valve, this annular
space 39 is always in open communication with the brake cylinder through the
passages 40, 41, and 46; therefore the chamber 11 is always in free communication
with the brake cylinder.
The passage 7 may, however, open directly into either of the passages 40, +1
or 46, or directly into the brake cylinder.
A supply port 38 is formed in that portion of the bushing 21 which forms the
seat of the slide valve 8 and connects the chamber 11 with an annular passage 37
formed in the casing 6 of the supplementary valve device around the bushing 21.
This annular passage 37 is connected by means of a passage 36 with the service
port 34 formed in the bushing 35 of the quick action triple valve.
It will be seen that, with this construction, the service port 34 does not
communicate directly with the passage 40 leading to the brake cylinder, and, there-
fore, any fluid which passes from the auxiliary reservoir through the service port 34
must flow through the passages 36, 37, 38, chamber 11, and passages 7, 40, 41,
and 46 to get into the brake cylinder.
The slide valve 8 has formed in its face a port 23, which communicates, by means
of a side port 26, with the chamber 11. The port 23 is of the form shewn in
Fig. 10, and consists of a narrow rectangular portion 24 having a tapering
extension 25 formed on one of its sides. The port 9, in the valve seat 20, is of
the same form and about the same dimensions as the rectangular portion 24 of the
port 23, in the face of valve 8.
When in its normal position, and when the brakes are off, the valve 8 closes the
release port 9 and opens the port 38, and when fluid under pressure is admitted to
the brake cylinder, the valve 8 remains in its normal position, so far as the ports 9
and 38 are concerned, so long as the brake cylinder pressure is below that necessary
for a full service application of the brakes.
A service application of the brakes is effected by making a gradual reduction of
train pipe pressure, which permits the auxiliary reservoir pressure to move the
piston 29, of the triple valve 3, and with it the small graduating valve 30; the
slide valve 31, is then moved to close communication between the brake cylinder
and the exhaust passage 32 and to open the port or passage 33, in the slide
valve 31, to the port 34 in the bushing 35. The fluid from the auxiliary reservoir
then flows through the passage 33, in the valve and through the port 34 into the
passage 36 and annular passage 37, which surrounds the bushing 21 of the valve
chamber 11. From the passage 37 the fluid passes through the supply port 38 in
the bushing 21 and fills the chamber 11 of the supplementary valve device 6, and
then flows through the passage 7 into the annular passage 39, surrounding the
bushing 35 of the quick action triple valve, which communicates by means of the
passages 40, 41 and 46 with the brake cylinder.
Fluid from the auxiliary reservoir will continue to flow through the passages
described, into the brake cylinder, until the reservoir pressure is reduced below
that in the train pipe, when the piston 29 will be moved by the train pipe pressure
sufficiently to cause the graduating valve 30 to close the passage 33 in the slide
valve, and thereby cut off communication between the auxiliary reservoir and the
brake cylinder. A further reduction of train pipe pressure will permit the
auxiliary reservoir pressure to move the piston 29 and with it the graduating
valve 30, sufficiently to again open the passage 33 and permit an additional flow of
fluid from the auxiliary reservoir to the brake cylinder. This may be repeated
until the pressure acting on the piston 47, of the brake cylinder is sufficiently great
to produce a full service application of the brakes. This full service pressure is
thus obtained in the brake cylinder by permitting only a partial expansion of the
auxiliary reservoir fluid thereinto, and it is considerably less than the pressure
which would be exerted if the auxiliary reservoir and brake cylinder pressures
were equalized.
As soon as sufficient pressure has accumulated in the brake cylinder to effect a
full service application, the fluid pressure in the chamber 11 of the supplementary

page_text: valve device 6, which is at all times in communication with the brake cylinder,
moves the piston 12 against the resistance of the spring 13, and causes the valve 8
to close the port 38 and thereby prevent the further admission of fluid to the brake
cylinder.
In case the pressure in the brake cylinder is just sufficient for a full service
application of the brakes, no further movement of the valve 8 occurs, but if
the final admission of fluid to the brake cylinder has been sufficient to produce a
slight excess of pressure above that necessary for a full service application, the
piston 12 and slide valve 8 will be moved far enough not only to close the supply
port 38, but also to open the release port 9 by causing the wide portion of the
port 23 of the slide valve to coincide with the release port 9 thus giving a
maximum opening for the release of pressure from the brake cylinder from which
fluid flows through the passages 46, 41, 40, 39, and 7, into the chamber 11 of the
supplementary valve device, and thence through the side port 26 in the slide valve 8,
and through the port 23 in the face of the slide valve and the port 9 to the
atmosphere. The reduction of pressure thus rapidly effected in the brake cylinder
and chamber 11, permits the spring 13 to move the piston 12 and valve 8 back
again far enough to close the release port 9 without opening the port 38. Any
further graduated reduction of train pipe pressure will not cause a further
admission of fluid under pressure from the auxiliary reservoir to the brake cylinder
unless the reduction of pressure in the brake cylinder, through leakage or other-
wise, has been great enough to cause the opening of the port 38.
When a high degree of pressure is suddenly exerted in the brake cylinder, as is
the case in emergency applications of the brakes, the pressure in the brake cylinder,
and in the chamber 11, acting on the piston 12, compresses the spring 13 and moves
the piston 12 and valve 8 suddenly to the extremity of their stroke. In this
position the projections 28, on the piston 12, bear against the shoulder 27, and the
narrow end of the tapered portion 25, of the port 23, coincides with the port 9.
The upper edge of the port 23 passes the upper edge of the port 9, as indicated by
the dotted lines in Fig. 11, so as to leave only a very small opening for the escape
of fluid. This permits a slight escape of fluid and a slow reduction of pressure at
first, but as the fluid continues to escape and the pressure lowers, the diminished
pressure on the piston 12 permits the spring 13 to move the piston and valve
gradually back towards their normal positions, and, in this backward movement,
the wider portions of the port 23 successively coincide with the port 9, and the
ports 23 and 9 finally present the maximum opening through which the pressure is
quickly reduced to the degree employed in making a full service application. The
valve 8, continuing its backward movement, then quickly closes the release port 9,
and no further reduction of pressure takes place until the brakes are released by
increasing the train pipe pressure.
In order to produce an emergency application of the brakes, the construction of
quick action triple valve device shewn in detail in Figs. 6, 7, 8 and 9 is employed.
When a sufficiently great and rapid reduction of train pipe pressure is effected,
the piston 29 is moved, by the auxiliary reservoir pressure, to the limit of its stroke,
and the slide valve 31 is moved into the position where it closes communication
between the brake cylinder and the atmosphere, the cut away portion 49 of the
slide valve uncovering the quick action port 50. Fluid from the auxiliary reservoir
then passes through the port 50 to act on the piston 42, unseating the valve 43,
which permits the fluid in the chamber 52 to pass to the brake cylinder, thereby
reducing the pressure in the chamber 52 and permitting the fluid from the train
pipe to flow through the passages 37, 53, chambers 52 and 45, and passages 41,
and 46, to the brake cylinder.
As soon as the port 50 is uncovered by the cutaway portion 49 of the slide
valve 31, fluid from the auxiliary reservoir also flows to the brake cylinder through
the port 50 and passages 51, 40, 41 and 46.
When the train pipe pressure is increased for the purpose of releasing the brakes,

page_text: the slide valve 31 is moved back to its normal position in which the cavity 48 of
the slide valve 31 connects the service port 34 and emergency port 50 with the
exhaust port 47. The fluid in the brake cylinder then escapes through the
passages 46, 41, and 40, and thence either through the passage 51 and emergency
port 50 to the cavity 48 or through the passage 7, chamber 11, and passages 38, 37,
and 36, to the cavity 48, and from the cavity 48 through the port 47 and passage 32
to the atmosphere.
As shewn in Figs. 2 and 3, there may be further provided a supplementary
reservoir 54, which is connected, as shown in Figs. 4 and 6, by a branch pipe 55,
with the chamber 52 in the casing of the quick action triple valve, in such manner
that air from the train pipe 1, and branch pipe 2, may pass through the chamber 37ª,
passage 53, chamber 52, and pipe 55, into the supplementary reservoir 54, when
the train pipe is charged for the purpose of releasing the brakes. In order that
the charging of the reservoir 54 may not interfere with the prompt release of the
brakes, a check valve 56 through which extends a small passage 57, is located in
the pipe 55, in such manner as to close or seat towards the supplementary
reservoir 54, when the flow of fluid is from the train pipe toward the supplementary
reservoir. The supplementary reservoir 54 is then charged gradually, through the
small passage 57, and the accumulation of pressure on the train pipe side of the
triple valve piston 29, moves that piston, and the slide valve 31, of the triple valve,
to their normal positions, in which the brake cylinder is connected, through the
slide valve 31, with the atmosphere, communication between the auxiliary reservoir 5
and the brake cylinder is closed, and the feed passage 58 from the train pipe to the
auxiliary reservoir 5 is opened. The charging of the auxiliary reservoir and
supplementary reservoir then continues, until the pressure in each is substantially
the same as the pressure in the train pipe.
In making an emergency application of the brakes the piston 29 and valve 31
are moved, on a sufficiently great and rapid reduction of train pipe pressure being
made to release fluid under pressure from the auxiliary reservoir to the brake
cylinder and to act on the piston 42 which is thus moved so as to open the quick
action valve 43, which permits air to flow from the chamber 52 to the brake
cylinder, and the reduction of pressure in 52 permits the air in the train pipe to
open the check valve 44 and flow to the brake cylinder. If a supplementary
reservoir 54 be also employed, the fluid under pressure thereof will likewise fully
open the check valve 56 and flow through the pipe 55, chambers 52 and 45, and
passages 41 and 46, to the brake cylinder.
When the supplementary reservoir 54, is employed, the effective pressure exerted
in the brake cylinder is not only materially greater than the pressure exerted in
making service applications of the brakes, but is also materially greater than that
heretofore exerted in making emergency applications.
A modification of the invention is shewn in Figs. 12, 13, 14 and 15, in which the
supply port 38 in the supplementary valve device, and the connections 36 and 37
thereto, from the service port 34, are omitted. The service port 34 is connected,
as shewn in Fig. 13, directly with the passage 40 in the casing of the quick action
triple valve, and when it is opened by the movement of the slide valve 31, the fluid
from the auxiliary reservoir flows directly into the passages 40 and 41 and thence
to the brake cylinder.
The chamber 11, of the supplementary valve device 6, is always in communication
with the passages 40, 41, and with the brake cylinder, through the passage 7, and
the piston 12 is, therefore, always subjected on one side to brake cylinder pressure.
The valve seat 20 of the slide valve 8, has a release port 9, formed in it, as shewn
in Figs. 12 and 15, and the valve 8 is provided with a port 23, as shewn in Figure 14,
which port is of substantially the same form as that shewn in Fig. 10. The port 23
is always in communication with the chamber 11 through the side port 26 in the
valve 8, as shewn by dotted lines in Fig. 14, and coincides with the port 9 as before
described.
A

page_text: Whichever form of supplementary valve device is employed, the rectangular-
release port 9, might obviously be formed in the valve 8, and a port similar in form
to the port 23 but inverted might be formed in the valve seat.
Instead of the piston 12, a flexible diaphragm might be employed.
It will be seen that according to this invention the pressure and quantity of fluid.
in the auxiliary reservoir may not only be greater than is necessary for a full
service application of the brakes, but may be sufficient for a number of applications,.
and this is to be considered an important feature of the invention as it permits.
repeated applications of the brakes to be made in quick succession without waiting
to recharge the auxiliary reservoirs. It is, therefore necessary that the capacity
and the normal condition as to pressure and volume of fluid, of the auxiliary
reservoir, shall be more than is required for a single full application of the brakes.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. In automatic fluid pressure brake apparatus for railway vehicles, in combina--
tion with the brake cylinder, auxiliary reservoir and quick action triple valve, a
supplementary valve device wherein a slide valve is made to control communications
with the brake cylinder and with a discharge by a spring piston or its equivalent
subject to the pressure in the brake cylinder, in such manner as to prevent the.
pressure in the brake cylinder from exceeding a certain limit in ordinary applications.
of the brakes, and in emergency applications to effect a gradual reduction of
pressure in the brake cylinder substantially as and for the purposes herein set.
forth.
2. In combination with the apparatus referred to in the preceding claim a
supplementary reservoir with check valve and small charging passage arranged so.
that in an emergency application of the brakes it supplies fluid under pressure to
the brake cylinder in addition to that supplied from the auxiliary reservoir and.
from the train pipe, substantially as described.
Dated this 12th day of May 1894.
о
ABEL & IMRAY,
Agents for the Applicant.