IMPROVEMENTS IN APPARATUS FOR WORKING BRAKES FOR THE ROLLING STOCK OF RAILWAYS.”
Year: 1871

page_text: LETTERS PATENT to George Westinghouse, junior, of Pittsburg,
Pennsylvania, United States of America, but at present of No. 20,
Southampton Buildings, Chancery Lane, in the County of Middle-
sex, for the Invention of "IMPROVEMENTS IN APPARATUS FOR WORKING
BRAKES FOR THE ROLLING STOCK OF RAILWAYS.”
PROVISIONAL SPECIFICATION left by the said George Westinghouse
at the Office of the Commissioners of Patents, with his Petition,
on the 10th October 1871.
I, GEORGE WESTINGHOUSE, junior, of Pittsburg, Pennsylvania, United
States of America, but at present of No. 20, Southampton Buildings,
Chancery Lane, in the County of Middlesex, do hereby declare the
nature of the said Invention for "IMPROVEMENTS IN APPARATUS FOR WORKING
BRAKES FOR THE ROLLING STOCK OF RAILWAYS," to be as follows:-
My Invention has reference to that description of apparatus for
working railway brakes wherein compressed air or other gas is caused to

page_text: pass from a reservoir through two or more continuous lengths of pipes
to brake cylinders connected to the brake gear, such as described in
the Provisional Specification to my previous application for Letters
Patent, dated 15th September 1871, No. 2436.
My present improvements consist in the employment of certain novel
and peculiar devices whereby should any one or more carriages or other
description of rolling stock become detached from a train while in-
motion, or if it or they should run off the lino of rails with or without
becoming detached, the brakes will be automatically applied to the
wheels of such detached carriage or carriages, and thus stop the progress
of such carriage or carriages before any accident can happen thereto.
The essential feature of my Invention consists in providing carriages
or other rolling stock with an auxilliary reservoir for compressed air, and
in so arranging the communication between the aforesaid two or more
lines of pipes and this reservoir and the brake cylinder by means of a
series of automatic valves that in supplying air under pressure through
one or both lines of pipes to the brake cylinder the auxilliary reservoir
becomes charged with such air under pressure, while if the air is then
discharged from the brake cylinder and the one line of pipes the air
under pressure will be retained in tho reservoir and the other line of
pipes, and the communication between them and the brake cylinder will
be cut off, until by the accidental separation of the couplings between
two carriages, or by the carriage or carriages running off the line, a cock
or valve situated in a connecting pipe between the two lines of pipes
is automatically turned so as to allow the air under pressure to flow from
the charged line of pipes and reservoir into the uncharged line of pipes.
By this means the communication between the pipes and reservoir and
the brake cylinder of the detached carriage will be automatically opened,
whereby the air under pressure will be caused to flow from the reservoir
into the brake cylinder so as to apply the brakes and stop the further
progress of the carriage.
The arrangement of pipes and automatic valves for carrying out the
above-described method of operating may be variously modified. By
way of example I have shewn several such arrangements on the accom-
panying Drawings.
Figure 1 Shoot T chowa 4 diamm alan of the coxies of automatio

page_text: the air reservoir according to one arrangement, and Figures 2 and 3,
Sheet II., shew sections of the combined valves as they would be
arranged in practice, the same letters of reference indicating the same
parts in each of the Figures.
A, A', are the two continuous lines of pipes which supply the air
under pressure from the main reservoir situated on the locomotive or
'elsewhere to the brake cylinder B, and C is the auxilliary air reservoir.
The brake cylinder B is connected to and actuates the brakes by any
suitable known arrangement of mechanism, or by the arrangements
described in my before-mentioned Provisional Specification. The
pipes A, A', communicate firstly by means of branches a, a', with
a valve chamber D having two valves d, d', sliding freely in the
chamber, and connected by a stem d, which valves are so constructed
and arranged, as shewn more clearly in Figure 2, that if air under
pressure is admitted through the two pipes A, A', both valves will
be kept off their scats d³, d', in the chamber, and will allow the air to.
pass through passages formed in the peripheries of the valves into the
central part of the chamber D', whence it will pass through the passago.
D³ into a second valve chamber E, through which a communication
with the brake cylinder B is established. If on the other hand the air
pressure exists only in the one line of pipes (say A) such pressure will
cause the one valve (say d) to be forced against its seat, and con-
sequently the communication between this line of pipes and the
passage to the brake cylinder B will be cut off, while the other valve
(say d) will allow a free communication between the passage D³ and
pipe A¹. For obtaining a perfectly air-tight seating of the valves d, d³,
these are provided with india-rubber discs a, d, as shewn in Figure 2,
which are pressed against the annular V projections &³, d', constituting.
their seats in the chamber D. The chamber E communicates at one
end with the passage D' as described, and at the other end with the
passage F leading to other valve chambers in connection with the
reservoir C to be presently described. It also communicates at a
central point through a passage E' with the brake cylinder B. It
contains two valves e, e³, connected by a stem as shewn, which slide
freely in the chamber, and which when air pressure exists in both the
pipes D and F will both be kept from their seats e³, e³, and will allow
the air under pressure to pass from both passages through spaces in
their peripheries into the brake cylinder. If on the other hand air.

page_text: under pressure only enters from the passage D³, the valve e¹ will be
forced against its scat, thus closing the passage F, while air will pass
freely into and out of the cylinder B through the valve e. These valves
are provided with india-rubber seats es, es, as shewn at Figure 2, against
which they bear with annular V projections so as to ensure a perfectly
nir-tight scating. These valves are in practice arranged in a vertical
position, as at Figures 2 and 3, so that by their gravity they will of
themselves tend to drop into the position for closing the passage F.
The pipes A, A', communicate furthermore by means of branches a³, a³,
with a valve chamber G, shewn in section at Figures 1ª and 3, having
two valves g, g', which are precisely similar in construction and mode
of operating as the valves c, .e', so that if air under pressure enters.
through both branches a², a³, it will open both valves and pass through
the passago G' into the valve chamber H, while if the air pressure exists
.only in one branch (say a³) it will force the valve g' against its seat, and
close the branch a³. The chamber H communicates at one end through
a passage H with the reservoir C, and at the other end with the before-
mentioned passage F. It contains two valves h, h', connected by a
stem, which valves aro. also similar in their construction and mode of
operation to the valves e, e³, and are like these arranged in a vertical
position, as shewn at Figures 2 and 3, so that the valve h tends by its.
gravity to drop on to its seat, and thus close the passage H³ to the
reservoir. This valve has in addition to the spaces round its periphery
one or more small holes ³, shewn in Figure 2, and in the end view of
this valve, at Figure 3", through which when the valve is down on its
seat air under pressure can pass gradually from the chamber H into the
reservoir C. A communication between the pipes A, A', is established
at each end of the carriage by branch pipes a, a, and three-way cocks
or valves I, I', are arranged as shewn, so as either to close the com-
munication between the two pipes A, A', and permit the flow of air
through each line of pipes separately as in the position shewn at I, or
they may be turned so as to intercept such flow of air, and establish the
communication between the two lines of pipes as at I', or again they
may be turned so as to close all communications by covering all the
ports of the valve casing with the solid parts of the plug. These cocks
or valves are ordinarily kept in the first-named position, and they are
provided with a lever which is so connected by a rod, rope, or chain either
to any point of the contiguous carriage, or to the pipe coupling between
the two carriages, that should the contiguous ends of the two carriages

page_text: shift from their usual relative positions either on account of the
couplings breaking or on account of the one, carriage going off the line
of rails, the lever will be thereby actuated so as to turn the cock or valve
into the second before-described position for establishing a communica-
tion between the two line of pipes A and A'.
From the above-described arrangement of the various parts of the
apparatus it will be seen that if air under pressure is admitted from the
main reservoir into both lines of pipes A, A', for applying the brakes,
the air will pass firstly through the branches a, a, valve chamber D,
passage D, valve chamber E, and passage E¹, into the brake cylinder, at
the same time the air will also pass through the branches a³, a³, and
valve chamber G into the valve chamber H. Here the valve h being
closed down on its seat by gravity as before described the air will pass
through the open valve h¹ into the passage F, valve chamber E, and
into the brake cylinder, but it will also at the same time pass through
the before-described small'aperture in the valve into the reservoir C,
which will thus gradually become charged with air under pressure,
while the brakes are being applied. In like manner if the air be
admitted into the one line of pipes only, say A, it will firstly effect the
closing of the valve d in the valve chamber D, and secondly it will close
the valve g' in the chamber G (thus preventing any escape of air into
the pipe A'), and will pass from the chamber H simultaneously into the
reservoir C, through the small opening in the valve h, and into the
brake cylinder B, through the passage F and valve chamber E.
I will assume that both lines of pipes A, A', as also the air vessel C
and the brake cylinder B, are charged with air under pressure. If now
the air be discharged from the cylinder B through the pipe A' for
releasing the brakes, the air pressure existing in the pipe A will close the
valves d and g', while the air pressure in the reservoir in acting against
the under side of the valve h at the same time that the air pressure from
the pipe A acts upon both the valves h and h³, will cause the valve l¹
to be forced up against its seat, whereby the communication of the pipe A
and reservoir C with the passage F will be cut off. The valve h¹ has a
pin (Figures 2 and 3), which by the rising of the valve comes in
contact with and lifts a bar k connected to two small valves K, K,
which are thus lifted up from their seats, so as to uncover small passages
,, conducting into an annular passage which communicates
with the external atmosphere through apertures, k³. Thus by the

page_text: opening of the valves K through the motion of the valve h', as described,
any air under pressure existing in the brake cylinder B, passage F, and
space over the valve h' will be kept firmly closed by the pressure of
air in the pipe A and reservoir C, as above described.
In place of the valves and passages K, k³, k³, may be employed a ¦
small check valve arranged on the passage F, as shewn at S, Figure 1,
so that when the air pressure is admitted to the brake cylinder, such
pressure will close the valve S, but when the pressure. is taken off the
valve will drop open by its own weight, and will allow any air under
pressure contained in the pipe F to escape through the open end S' of
the valve chamber. If now the carriage were to break away from the
train or to run off the line the cock I would be turned, as before
described, so as to cause the air under pressure to pass from the rescrvoir
C and pipe A into the pipe A' and thence through the branch a³ into
the valve chamber D and past the valve d' into the brake cylinder B, so
as to cause the brakes to be applied. As the air pressure on the valves
d, a', would be balanced on the admission of air into the pipe A', the
valve d would open so as to allow the air to pass into the brake cylinder

page_text: reservoir C; in this case assuming the pipe A to be the reservoir pipe,
I form the valve d' with apertures through it as indicated at ď, Figure 2,
so that if for operating the brakes with moderate power the air under
pressure is allowed to pass with moderate velocity into the pipe A' from
the main reservoir, it will pass through the apertures of the valve d' on
its way to the brake cylinder without unseating the valve d, although
the same pressure may exist in both the pipes A, A'. If however it be
required to apply the brakes with considerable power, then by letting
the air suddenly with full pressure into the pipe A' it will, in acting
suddenly upon the entire area of the valve d', overcome the force with
which the valve d is kept down on its seat by the pressure of the air in
the pipe A, and will thus cause this valve to open slightly, so as to allow
the air to pass also from the pipe A and reservoir C into the brake
cylinder.
In order to give notice to the engine driver or guard when the brakes
have been applied consequent upon a carriage becoming detached or
running off the line, I fix upon the pipe A' a vertical small cylinder,
having an alarm whistle at its upper end and containing a loosely fitting
piston or plug, so that on the air rushing into the pipe A' it will enter
the said cylinder below the piston, and in raising the same up it will at
the-same time escape past the piston and sound the whistle until the
piston has been raised to the top of the cylinder, so as to close the
aperture leading to the whistle. The said whistle may also be used for
signalling purposes between engine driver and guard for the application
of the brakes either by admitting a small quantity of air under pressure
into the pipe from the air reservoir or by forcing a small quantity of air
into the pipe by means of a small hand force pump connected to the
pipe.
Figure 4 on Sheet III. shows a diagram plan of another modification
of my before-described Invention for applying the brakes upon a
carriage becoming detached from a train or running of the line. A, A³,
are as before two lines of pipes, B the brake cylinder, and C the air
reservoir. In this arrangement the pipes A, A', communicate with the
brake cylinder B through the branch pipes a, a³, and valve chamber D,
with valves d, d², constructed and operating in the same manner as the
valve chamber. and valves D, d, d, in the previous arrangement. The
pipes also communicate with the reservoir O through the branches a³, a³,
and valve chamber G with valves g. 9', constructed and operating in the
'

page_text: same manner as the valve chamber and valves G, g, g', in the previous
arrangement.
The pipe A is employed as a reservoir pipe for charging the reservoir C,
and the pipe A' is employed for working the brakes; the air pressure in
the pipe A keeps the valve d closed and the valve d³ open, so as to cut 5
off the communication between A and B, and allow free communication
between A' and B. The air pressure in A furthermore keeps the valve g
open and the valve 9' closed, thus allowing free communication between
A and C and cutting off the communication between A' and C.
The cocks I, I, are constructed and operate in the same manner as 1
the cocks I, I', in the preceding arrangement, so that if the one or thẻ
other is turned into the position shewn at I' consequent on the carriage
separating from the train or running off the line, the air under pressure
will pass from the reservoir C and pipe A through the connecting
.branch a' or a³ into the pipe A', and will enter the brake cylinder B. 1
through the branch a' and valve d, at the same time the air pressure
will effect the opening of the valve d so as to allow the air to pass into
the brake cylinder through the pipe A also.
-
In the modification shewn in the diagram, Figure 5, Sheet IV., there
are two lines of pipes A, A', for working the brake cylinder B, and two 2
other lines of pipes A³, A', acting as reservoir pipes, through which the
reservoir C is charged. .A, A', communicate with the brake cylinder B
through the branches a, a, and valve chamber E, with valves e, e¹,
constructed and operating in the same manner as the valves e, e', in the
first-described arrangement; while A', A³, communicate with the reser-
voir C through the branches a³, a³, and valve chamber G with valves g, g²,
constructed and operating in the same manner as the valves e, e¹. The
valve chambers E and G are connected by a pipe L provided with a
cock M having a single passage, as shewn, which is ordinarily turned
so as to close the communication between the valvo chambers, but 3
which is arranged and actuated in the same manner as described with
reference to the cocks I, I', in the previous arrangement, so that on the
breaking away of the carriage, or on its running off the line, the cock is
automatically turned into the position shewn, whereby the compressed
air will be allowed to pass from the reservoir C. and pipes A³, A³, 3
through the valve box G, pipe L, and valve box E into the brake
cylinder B, so as to apply the brakes.

page_text: Figure 6 shews an arrangement similar to the foregoing, but having
in addition a contrivance for allowing the brakes to be worked under
ordinary circumstances by the air from the main reservoir alone
through the pipes A, A'; but if the brakes require to be applied with
greater force and rapidity the air is also caused to pass from the
reservoir C and pipes A³, A³, into the brake cylinder. For this purpose
the valve chamber E between the pipes A, A', does not com-
municate with the brake cylinder; and on the pipe L, L', is placed a
valvo chamber N, in which is a valve 'n similar in construction to. the
valve d in the first-described arrangement, but having a double seat so
as to close the communication between the reservoir C and the brake
cylinder or pipes leading thereto at either end motion of the valve.
To this valve is connected a perforated piston "' by means of the stem n³,
and the central part of the valve chamber communicates with the brake
cylinder O by means of the passage N'.. By this arrangement, assuming
that the pipes A³, A³, and reservoir O are charged with air. under
pressure, and that the pipes A, A', are empty, then the valve n will be
seated by the air pressure in the position shewn in the Drawing; and if
air pressure is admitted gradually from the main reservoir through the
pipes A, A', or through one of them only to apply the brakes with
moderate pressure, it will pass from the pipes through the branches a, a',
valve chamber E, and pipe L'into the valve chamber N, where it will
pass through, the holes in the piston n', and find its way through the
passage M into the brake cylinder C. If, however, the brakes require
to be applied with considerable force, then by admitting the full air
pressure suddenly into the pipes A, A', such pressure, in acting suddenly
on the entire area of the piston n', will force open the valve n (as the
effective pressure upon this is only.exerted upon an area equal to that
of the valve seat), and will allow the air to pass from the pipes A³, A³,
and reservoir O also into the brake cylinder through the passage N¹.
If, on the other hand, the pressure in A³, A³, and O is at any time less
than that in the pipes A, A', then the valve n will be forced into
the opposite position to that shewn, so as to close the communication
between the pipe L and the valve chamber N until the air pressure is
discharged from the pipes A, A', and brake cylinder, when the valve n
will be forced back into the position shewn on the Drawing.

page_text: india-rubber faces na, na, fitting respectively against the V scats nº, nº;
it has holes round its circumference, through which the air can pass
freely from the pipe L into the passage N¹ to the brake cylinder when
the valve is away from either seat. The piston n' has holes 7 which
are covered by an india-rubber disc n³, so that when the air pressure
enters from the pipe L' it will close down the disc upon the holes n³,
and the free passage of air through these will be prevented. The piston
fits the part N of the air chamber tolerably air-tight; but the part N³
of the chamber is enlarged, and has three or more ribs " acting as
guides to the piston. Hence when the air pressure is admitted through 1
I when the piston n' and valve n are in the position shewn, it will force.
the piston forward so as to open the valve » until the piston arrives in
the enlarged part N of the chamber, when the air will pass freely round
the periphery of the piston, and thus the motion of the valve n will be
stopped before it has closed down on the scat n. The disc n³, though
. it prevents the free passage of air through the holes n', will, however,
allow the air to escape freely in the reverse direction through these holes
on releasing the brakes. This arrangement of india-rubber disc for
covering the holes may also be applied to the valves d, d', Fig. 2, for
the purpose of retarding the passage of the air through the holes in the
open valve to the brake cylinder, so that the pressure of the air on such
valve shall effect the opening of the closed valve as before described,
while on releasing the brakes the india-rubber disc will allow the air to
escape freely in the contrary direction through the holes of the valve.
For automatically applying the brakes by means of the air pressure
in the pipes A³, A³, and reservoir C when the carriage becomes detached
or runs off the line, the reservoir O communicates directly with the
brake cylinder by means of a pipe O provided with a cock M, which is
arranged and operates in the same manner as the cock M in the
preceding arrangement. Or the cock M may be situated in a pipe
establishing a communication between one of the reservoir pipes and
one of the brake cylinder pipes, and the pipe O may be dispensed
with.
In both the last-described modifications the one line of brake
cylinder pipes and one line of reservoir pipes may be dispensed with, in
which case the valves E and G would also not be required.
Figure 7 shews another modification, in which there are only two
lines of pipes A, A', as in the first-described arrangement. These supply

page_text: .
the air pressure simultaneously to the brake cylinder B and to the
auxilliary reservoir O through the valve chamber, E, with valves e, e¹,
constructed and operating in the same manner as the valves e, e¹, in the
before-described arrangements. The pipe L leading to the reservoir is
provided with a check valve P of any known construction, whereby
when the air is discharged from the pipes A,.A', and brake cylinder,
after operating the brakes, the air pressure is prevented from escaping
from the reservoir. The latter communicates directly with the brake
cylinder by means of a pipe O provided with a cock M constructed and
operating in the same manner as the cock M in the two preceding
arrangements for admitting the air from the reservoir into the. brake
cylinder upon the carriage becoming detached or running off the line.
In this case also one of the pipes A, A', may be dispensed with.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said George Westinghouse in the Great Seal Patent
Office on the 10th April 1872.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, GEORGE
WESTINGHOUSE, junior, of Pittsburg, Pennsylvania, United States of
America, but at present of No. 20, Southampton Buildings, Chancery
Lane, in the County of Middlesex, send greeting.
•
'
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Tenth day of October, in the year of our
Lord One thousand eight hundred and seventy- in the thirty-fifth
year of Her reign; did, for Herself, Her heirs and successors, give and
grant unto me, the said George Westinghouse, junior, Her special
licence that I, the said George Westinghouse, junior, my executors,
administrators, and assigns, or such others as I, the said George
Westinghouse, junior, my executors, administrators, and assigns, should
at any time agree with; and no others, from time to time and at all
times thereafter during the term therein expressed, should and lawfully
might make, use, exercise, and vend, within the United Kingdom of
Great Britain and Ireland, the Channel Islands, and Isle of Man, an
Invention for "IMPROVEMENTS IN APPARATUS FOR WORKING BRAKES FOR THE
ROLLING STOCK OF RAILWAYS," upon the condition (amongst others) that

page_text: I, the said George Westinghouse, junior, my executors or adminis-
trators, by an instrument in writing under my, or their, or one of their
hands and scals, should particularly describe and ascertain the nature
of the said Invention, and in what manner the same was to be
performed, and cause the same to be filed in the Great Seal Patent
Office within six calendar months next and immediately after the date
of the said Letters Patent.
-
NOW KNOW YE, that I, the said George Westinghouse, junior, do
hereby declare the nature of the said Invention, and in what manner
the same is to be performed, to be particularly described and ascertained
in and by the following statement thereof, reference being had to the
accompanying Sheet of Drawings, and to the figures and letters. marked
thereon, that is to say :-
My. Invention has reference to that description of apparatus for
working railway brakes wherein compressed air or other gas is caused
to pass from a reservoir through two or more continuous lengths of pipes
to brake cylinders connected to the brake gear, such as described in the
Provisional Specification my previous application for Letters Patent,
dated 15th September 1871, No. 2436.
to
My present improvements consist in the employment of certain novel a
and peculiar devices whereby should any one or more carriages or other
description of rolling stock become detached from a train while in
motion, or if it or they should run off the line of rails with or without
becoming detached, the brakes will be automatically applied to the
wheels of such detached carriage or carriages, and thus stop the
of such carriage or carriages before any accident can happen thereto.
progress
The essential feature of my Invention consists in providing carriages
or other rolling stock with an auxilliary reservoir for compressed air,
and in so arranging the communication between the aforesaid two or
more lines of pipes and this reservoir and the brake cylinder by means
of a series of automatic valves, that in supplying air under pressure
through one or both lines of pipes to the brake cylinder the auxilliary
reservoir becomes charged with such air under pressure, while if the air
is then discharged from the brake cylinder and the one line of pipes the
air under pressure will be retained in the reservoir and the other line of
pipes, and the communication between them and the brake cylinder will
be cut off until by the accidental separation of the couplings between

page_text: two carriages, or by the carriage or carriages running off the line, a cock
or valve situated in a connecting pipe between the two lines of pipes is
automatically turned so as to allow the air under pressure to flow from
the charged line of pipes and reservoir into the uncharged line of pipes.
By this means the communication between the pipes and reservoir and
the brake cylinder of the detached carriage will be automatically opened,
whereby the air under pressure will be caused to flow from the reservoir
into the brake cylinder, so as to apply the brakes and stop the further
progress of the carriage.
The arrangement of pipes and automatic valves for carrying out the
above-described method of operating may be variously modified. By
way of example I have shewn several such arrangements on the accom-
panying Drawings.
.
Fig. 1 shows a diagram plan of one such arrrangement, and Fig. 2
shews to an enlarged scale a vertical section on the line Z, Z. A, A¹,
are the two continuous lines of pipes (extending along the train) which
supply air under pressure from the main reservoir, situated on the loco-
motive or elsewhere, to the brake cylinder B, and C is the auxilliary
air reservoir. The piston rod of the brake cylinder B is connected
to and actuates the brakes by any suitable known arrangement of
mechanism, or by the arrangements described in the Specification of my
previous Patent above referred to. The pipes A, A', communicate by
branches a, a', with the upper part of a valve box O', and branches a³, a³,
from these branches a, a, respectively communicate with the lower part
of the same valve box, which by means of pipes E' and H' communicates
also with the brake cylinder B and the auxilliary reservoir C. The
arrangement of the soveral valves and passages in the valve box C' will
be best understood by reference to Fig. 2. The valve box contains four
compartments or chambers D, E, G, and H, each fitted with valves, the
construction and action of which are as follows:-The first or upper
chamber D, to the ends of which the branches a, a', are connected,
contains two valves d, d³, united by a stem. These valves are faced
with caoutchouc discs a, a, and the middle part of the valve chamber
has projecting annular ribs ď, ď³, against which either of the valves d or
ď can seat itself, the caoutchouc bearing against the rib so as to make
the closing of the valve air-tight. Holes d³, d, are bored through each
of the valves d, d', near its periphery outside the caoutchouc disc, these
holes serving for passage of air when the valve is not against its seat.
"

page_text: Or instead of holes notches might be cut in the periphery of each valve,
enough of the periphery being left solid to guide the valvo in sliding
to or fro in the valve chamber D. The middle of the chamber. D
communicates by a passage D³ with the other chambers. From this
construction it will be seen that whenever the pressure in one of tho
pipes, as A and its branch a, exceeds the pressure in the other, as A'
and its branch a', communication is cut off by the valve & between the
middle passage D' and the pipe containing air at the higher pressure,
while communication remains open between the passage D' and the pipe
containing air at the lower pressure. If the pressure be the same in
the two pipes A, A', the valves d, d, remain in an indifferent position, .
closing neither aperture. The passage D³ leads to one end of the second
chamber E, the other end of which communicates by a passage F with
the chamber H. In the chamber E are two valves e, e¹, united by a
stem; each of these valves has a raised rib which can scat on a
caoutchouc ring e³, e³, fixed at each end of the chamber. Each of the
valves e, e', has holes or notches in its periphery for passage of air. The
middle of this chamber communicates by a pipe E with the brako
cylinder B. The construction and action of the valves in the chamber E
are similar to those described in reference to Figs. 2 to 4 of the Specifi-
cation above referred to, and they are now described, not for the purpose
of claiming such construction and action, but as part of the combination
which forms a portion of the present Invention. It will be seen that
when the pressure in one of the end passages, as D³, exceeds that in the
other, as F, the one valve c¹³ seats itself, closing the passage wherein
thero is the less pressure, but leaving the communication open between
the other passage and the brake cylinder B by the pipe E¹; but if the
pressure in D and I be the same, the valves e, c³, take an indifferent
position, closing neither passage, In the chamber G, the ends of which
communicate respectively by branches a³, a', with the branches a, a¹,
and thereby with the main pipes A, A', there are valves constructed and
acting in the same manner as those in E. The middle of the chamber G
communicates by a passage II with the middle of the chamber II, in
which also there are valves similar to those in Ę; but the lower valve h
has a seating rib of larger diameter than the upper valve h¹, and the
passages at the periphery of are smaller than those at h', so that if the
pressure in the passages at either end be the same, air admitted under
pressure between the valves causes the lower valve to seat itself, as
shewn in the Drawing. One end of the chamber I communicates by

page_text: a pipe H' with the auxilliary reservoir C; the other end communicates
with a compartment K, which communicates by the passage F with the
chamber E. The lower valve h in the chamber H has a small hole h³
bored through it, by which when his down on its seat air can escape
gradually from the chamber H to the auxiliary reservoir C. The valve h'
has a pin h, which when the valves h, h³, rise comes in contact with
and lifts a cross head or bar &, the ends of which form two small valves
covering passages, ³, communicating with an annular passage k
having openings to the external atmosphere. When the valve e' is
tho
open, and when the bar k is raised by the rising of the valves in H,
passages k¹, k³, being then uncovered, air can escape from the brake
cylinder B by the pipe E' through the passage F and passage k, k', and
openings k to the external atmosphere; but the valves e and h¹ being
then closed, there is no escape of air from the pipes A, A', or the
auxilliary reservoir C. Recurring to Fig. 1, it will be seen that the main
pipes A, A', communicate with each other by branches a', a³, near the
ends of the carriage, each of these communications being provided with
a three-way.cock I, I'. When either of these cocks is in the position
shewn at I, air can flow along the continuous pipe A, but is cut off from
the branch a'. When the cock is in the position shewn at I', the con-
tinuity of the pipe A' is interrupted, but it is put in communication with
the branch a'. Moreover, both the cocks I and I' may be turned so as
to close all passages to or from them by bringing the passages in their
plugs opposite to the solid parts of their casings. Ordinarily these cocks
are kept in the position shewn at I, and each of them is provided with
apparatus hereafter to be described, by means of which it is turned to the
position shewn at I' when the carriage runs off the rails or becomes
detached from the rest of the train.
the
From the above-described arrangement of the various parts of the
) apparatus it will be seen that the cocks I, I', being turned into the
position of I, if air under pressure be admitted from the main reservoir
to both the lines of pipes A, A', it will pass by the branches a, a¹,
valve chamber D, the passage D³, the chamber E, and pipe E', to the
brake cylinder B; at the same time air will pass by the branches a and
3a, and valve chamber G, by the passage N' into the chamber H. Here
the valve / being closed down by gravity or by the excess of pressure on
it, the air will pass the open valve A through the compartment K and
passage F into the chamber E, and thence by the pipe E to the brake

page_text: cylinder. Air will also at the same time pass through the small hole *
in the valve into the auxiliary reservoir C, which will thus become
charged with compressed air while the brakes aro being applied. If air
under pressure be admitted into only one of the main pipes, as A; it will
close the valve d in the chamber D and one of the valves in the chamber
G, thus cutting off communication between the two main pipes, and air
will pass by the hole 3 into the auxiliary reservoir C, and also by the
passage
F and chamber E to the pipe E' and brake cylinder B.
If both the lines of pipes A, A', and the auxiliary reservoir C, and
brake cylinder B are charged with air under pressure, and if one of the
pipes, as A', be relieved of pressure by opening it to the atmosphere, then
the pressure of air in the other pipe A will close the valve d, and also
ono of the valves in G, thereby cutting off communication with A', also
the pressure in the auxiliary reservoir O will raise the valves in I,
closing the upper valve h¹ and raising the bar k, and thereby opening
the passages k¹ so that any air under pressure existing in the compart-
ment K and passage F can escape by the passages. The valves in E
can then descend, allowing the air from the brake cylinder and pipe E' to
escape by the passage D³, past the valve d', and by the branch a¹ to the
open pipe A'. Instead of the construction shewn in the compartment K, 1
in Fig. 2, a check valve S may be employed, as represented in Figure 3,
in a communication from the passage F to the external atmosphero.
This valve S is kept closed by the pressure of air admitted to the brake
cylinder; but when the pressure is taken off the valve S will drop open
by its own weight, and allow air under pressure to escape from the
passage F.
-
The pipe A and reservoir C being charged with air under pressuro
while the pipe A' is open to the atmosphere, and the cocks I, I', being
in the position shewn at I, should the carriage run off the rails or
become detached from the fore part of the train, the cock I would be 3
turned (by the apparatus hereafter to be described) to the position I',
shewn on Fig. 1, cutting off the communication of A' with the
atmosphere, and opening it to the branch a³. In that case air under
pressure would pass from the reservoir C and pipe A by the branch a³
into the pipe A', and thence by the branch a¹ past the valve & into the 3
chamber D, and thence by D past the valve e through the pipe E' to
the brake cylinder, where it would move the piston so as to apply the
brakes. As the air pressure on the valves d, d', would be balanced on

page_text: the admission of air to the pipe A', the valve d would open so as to allow
air to pass into the brake cylinder from the pipe A also.
Fig. 4 represents a plan, and Fig. 5 a side view of the apparatus, whereby
either of the cocks I or I' is turned when the carriage becomes detached
from the fore part of the train, or when it runs off the line. The plug
of the cock is provided with a lever i which is free to work about one-
quarter of a revolution between the fixed stops. This lever is connected
to the carriage before it by a cord or chain p hanging loosely while the
two carriages are coupled together. Should the coupling give way, so
that the carriages become separated, the cord or chain p being tightened
pulls round the lever i and thereby turns the cock. Also a pin on the
lever i works in the slot of a rod j, capable of sliding through a hole in
a bracket k fixed to the under side of the carriage. This rod jis
provided with a helical spring bearing against a collar on the rod, so as
to urge it in the direction of the arrow; but the rod is prevented from
advancing in obedience to the pressure of the spring by a projection j' on
the rod being caught against the bracket . Under the rod j is a disc o',
which usually lies flat on the bracket; to this disc is fixed a rod o
passing through a large conical hole in the bracket k. The lower end of
this rod is made forked and extends downwards to nearly the level of
the rails. When the carriage runs off the line the end of the rod o³ is
caught by the rail or by sonic obstruction on the ballast, and thus the
.disc o' is canted, and the rod ; is thereby pushed upwards so that its
catch is released from the bracket. The spring then urges the rod j
forward and thereby turns the plug of the cock I.
This tripping
apparatus may also be made to act when the carriage becomes detached,
by connecting the rod o³ by a cord or chain P to the coupling of the air
pipe. The flexible parts of the air pipes bang loosely when the carriages
are coupled; but when the carriages separate they are drawn up tight,
the rod o is thereby pulled so as to cant the disc o³, and cause the
cock to be turned as above described.
-
In working with the above described apparatus it is preferred to use
the one line of pipes only for working the brakes, while the other line of
pipes is used as a reservoir for compressed air in connection with the
· several auxiliary reservoirs C. In this case supposing the pipe A to be
the reservoir pipe, then for operating the brakes with moderate power,
if air under pressure is allowed to pass with moderate velocity into the
pipe A' from the main reservoir it will pass through the holes in the
B

page_text: valve d' on its way to the brake cylinder without unseating the valve d,
although the same pressure may exist in both the pipes A and A'.
If however it be required to apply the brakes with considerable power,
then by letting the air suddenly with full pressure into the pipe A', it
will in acting suddenly on the entire area of the valve & overcome the
force with which the valve d is held to its seat by the pressure of air in
the pipe A, and will thus cause this valve to open slightly so as to
allow air to pass also from the pipe A and reservoir C to the brake
cylinder.
k
In order to give notice to the engine-driver or guard when the brakes 1
have been applied I fix upon the pipe A' an alarm whistle, represented
in section in Fig. 6. It consists of a cylinder k having the whistle m at
its upper end and containing a loosely fitting piston 2, the upper side of
which has a caoutchouc facing . When air under pressure is admitted
into the pipe A' a portion enters the cylinder & by its lower orifice and 1
raises the piston 2, causing the whistle to sound. When the piston
reaches the top of the cylinder its caoutchouc face l' seats against a
raised annular rib.formed round the orifice to the whistle, and the piston
thus acts as a valve to prevent farther escape of air from the pipe A¹.
Such a whistle may also be used for signalling purposes between the ?
engine-driver and guard for the application of the brakes, either by
admitting a small quantity of air under pressure into the pipe A' from
the main air reservoir, or by forcing a small quantity of air into the pipe
by means of a small hand pump connected to the pipe.
Fig. 7 shews a diagram plan of another modification of my before-
described Invention for applying the brakes upon a carriage becoming
detached from a train or running off the line. A, A', are as before two
lines of pipes, B the brake cylinder, and C the air reservoir. In this
arrangement the pipes A, A, communicate with the brake cylinder B
through the branch pipes a, a', and valve chamber D with valves d, d¹, å
constructed and operating in the same manner as the valvo chamber and
valves D, d, d, in the previous arrangement. The pipes also communi-
cate with the reservoir C through the branches a³, a³, and valve chamber
G with valves g, g', constructed and operating in the same manner as
the valve chamber and valves G, 9, 9', in the previous arrangement.
The pipe A is employed as a reservoir pipe for charging the reservoir C,
and the pipe A is employed for working the brakes. The air pressure
in the pipe A keeps the valve d closed and the valve d' open, so as to

page_text: cut off the communication between A and B, and allow free com-
munication between A' and B. The air pressure in A furthermore keeps
the valve g open and the valve g' closed, thus allowing free communi-
cation between A and C, and cutting off the communication between A'
and C.
Tho cocks I, I', are constructed and operate in the same manner as
the cocks I, I', in the preceding arrangement, so that if the one or the
other is turned into the position shewn at I' consequent on the carriage
separating from the train or running off the line, the air under pressure
will pass from the reservoir O and pipe A through the connecting branch,
a* or a' into the pipe A', and will enter the brake cylinder B through the
branch a¹ and valve . At the same time the air pressure will effect
the opening of the valve d, so as to allow the air to pass into the brake
cylinder through the pipe A also.
In the modification shewn in the diagram plan, Fig. 8, there are two
lines of pipes A, A', for working the brake cylinder B, and two other
lines of pipes A', A³, acting as reservoir pipes through which the reservoir
C is charged. A, A', communicate with the brake cylinder B through
the branches a, a', and valve chamber E with valves e, e', constructed
and operating in the same manner as the valves e, c', in the first-
described arrangement, while A³, A³, communicate with the reservoir C
through the branches a³, a³, and valve chamber G with valves g, g³, con-
structed and operating in the same manner as the valves e, e'. The
valve chambers E and G are connected by a pipe L provided with a
cock M having a single passage as shewn, which is ordinarily turned so
as to close the communication between the valve chambers, but which is
arranged and actuated in the same manner as described with reference
to the cocks I, I', in the previous arrangements, so that on the breaking
away of the carriage or on its running off the line, the cock is automa-
tically turned into the position shewn, whereby the compressed air will
be allowed to pass from the reservoir C and pipes A', A³, through the
valve box G, pipe L, and valve box E into the brake cylinder B, so as to
apply the brakes.
Figure 9 shews a diagram plan of an arrangement similar to the
foregoing, but having in addition a contrivance for allowing the brakes
to be worked under ordinary circumstances by the air from the main
roservoir alone through the pipes A and A', but if the brakes require to be

page_text: applied with greater force and rapidity the air is also caused to pass from
the reservoir C and the pipes A³, A³, into the brake cylinder. For this
purpose there is introduced a valve chamber N, of which Fig. 10
represents a section to an enlarged scale. It contains at one end a
valve faced on both sides with caoutchouc discs n and n³, which can
seat on either of the raised annular ribs n' or nº. At the periphery of
the valvon are holes or notches 2° for the passage of air, when the
valve bears against neither seat. The valve n is connected by a stem to
a piston n¹ fitted to work in the other end of the chamber N, which has
an enlarged part N³ so that when the disc of the piston n' is in this :
enlarged part air can pass round its periphery. There are fins nº
projecting behind the disc of the piston to serve as guides for it when
it is in the enlarged space No. Thero aro holes through the disc and
a caoutchouc disc 2, which can close these holes when it is pressed
forcibly against the piston, but which allows air to pass towards L.
Hence when the valve n and piston n' are in the position shewn in
Fig. 10, air under pressure admitted at L will force the piston forward
so as to open the valve n until the piston reaches the enlarged space N³,
when the pressure will bo relieved by the air passing the periphery of
the piston, and thus the movement of the valve will stop before
it closes the passage L'. By this arrangement, assuming that tho
pipes A³, A³, and reservoir O are charged with air under pressure, and
that the pipes A, A', are empty, then the valve n will be seated by the
air pressure in the position shewn in the Drawing, and if air pressure is
admitted gradually from the main reservoir through the pipes A, A', or
through one of them only to apply the brakes with moderate pressure,
it will pass from the pipes through the branches a, a', valve chamber E,
and pipe L, into the valve chamber N, where it passes through the holes
in the piston n' and finds its way through the passage N' into the brako
cylinder C. If, however, the brakes require to be applied with consider-
able force, then by admitting the full air pressure suddenly into the
pipes A, A', such pressure in acting suddenly on the entire area of the
piston will force open the valve » (as the effective pressure upon this
is only exerted upon an area equal to that of the valve scat), and will
allow the air to pass from the pipes A³, A', and reservoir C also into
the brake cylinder through the passage N¹. If on the other hand the
pressure in A, A³, and O is at any time less than that in the
pipes A, A', then the valve n will be forced into the opposite position
to that shewn, so as to close the communication between the pipe L'

page_text: and the valve chamber N, until the air pressure is discharged from the
pipes A, A', and brake cylinder, when the valve n will be forced back
into the position shewn on the Drawing.
:
Caoutchouc discs like ' in Fig. 10 may be applied to the valves d, d,
in Fig. 2 for the purpose of retarding the passage of air through the
holes in the open valve to the brake cylinder, so that the pressure of air
on such valve shall effect the opening of the closed valve as before
described, while on releasing the brakes the caoutchouc disc will.
allow the air to escape freely in the contrary direction through the
holes of the valve.
.::
:
'
For automatically applying the brakes by means of the air pressure in
the pipes A', A', and reservoir C, when the carriage becomes detached or
runs off the line, the reservoir C communicates directly with the brake,
cylinder by means of a pipe' O provided with a cock M, which is
arranged and operates in the same manner as the cock M in the
preceding arrangement shewn diagrammatically in Fig. 8. Or the
cock M may be situated in a pipe establishing a communication!
between one of tho reservoir pipes and one of the brake cylinder pipes,
and the pipe O may be dispensed with.
:
.
In both the last-described modifications the one line of brake cylinder
pipes and one line of reservoir pipes may be dispensed with, in which
case the valves E and G would also not be required.
'
.
...
Fig. 11 shews a diagrammatic plan of another modification in which
there are only two lines of pipes A, A, as in the first-described
arrangement. These supply the air pressure simultaneously to the
brake cylinder B, and to the auxiliary reservoir O through the valve
chamber E with valves e, e³, constructed and operating in the same
manner as the valves e, e', in the before-described arrangements. The
pipe L leading to the reservoir is provided with a check valve k of any
known construction, whereby when the air is discharged from the
pipes A, A', and brake cylinder after operating the brakes, the air
pressure is prevented from escaping from the reservoir. The latter
communicates directly with the brake cylinder by means of a pipe O
provided with a cock M, constructed and operating in the same manner
as the cock M in the two preceding arrangements for admitting the air
from the reservoir into the brake cylinder upon the carriage becoming
detached or running off the line. In this case also one of the pipes A, A¹,
may be dispensed with.

page_text: Having thus described the nature of my Invention, and in what
manner the same is to be performed, I claim,―
.
First. The use of auxiliary air reservoirs in connection with pneumatic
brake apparatus, substantially as herein described.
Second. The use in pneumatic brake apparatus of valves constructed 5
and acting substantially as described, with reference to the valves in the
valve chamber D, Fig. 2.
Third. The use in pneumatic brake apparatus of valves constructed
and acting in combination with a piston, substantially as described with
reference to Fig. 10.
Fourth. The use in connection with pneumatic brake apparatus
of a whistle for signalling, substantially as described with reference
to Fig. 6.
1
Fifth. The use of apparatus substantially as described with reference
to Figs. 4 and 5, whereby the pneumatic brakes are automatically 1
applied in case of a carriage becoming detached from the train or
running off the line.
Sixth. The several arrangements herein described of pipes, valves,
cocks, and passages, whereby pneumatic brakes are operated.
In witness whereof, I, the said George Westinghouse, junior, 2
have hereunto set my hand and scal, this Eighth day of April,
in the year of our Lord One thousand eight hundred and seventy-
two.