Improvements in Railway Aero-electric Brakes.
Year: 1897

page_text: Date of Application, 18th Dec., 1897-Accepted, 26th Nov., 1898
Improvements in Railway Aero-electric Brakes.
I, CHARLES LUYERS, of 17, Rue des Foulons, Brussels, Belgium, Inventor, 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 the present invention is a continuous brake applicable to passenger
and goods trains and whose action upon each carriage or wagon is proportionate with
the weight borne by the latter.
In the annexed drawings:-
:-
Fig. 1 represents a vertical section of the automatic compression pump on
line M3 N3 of Fig. 2.
Fig. 2 is a plan view of this pump.
Fig. 3 represents a partly transverse section on line M N of Fig. 2 and showing
the arrangement acting automatically upon the steam admission cock.
Fig. 4 is a section of the steam admission cock.
Fig. 5 is a section of the cock for regulating steain in cylinders.
Fig. 6 shows a vertical section of the working-cock on line 02 P2 of Fig. 7.
Fig. 7 is a horizontal section of this cock on line Q2 R2 of Fig. 6.
Figs. 8, 9, 10, 11, 12 and 13 show vertical sections of the box and plug of the
cock on lines OQ, ST, UV, XY, A₁ B¹ and C¹ D¹ of Fig. 6.
'
Fig. 14 is an elevation of the movable plate of the cock and of the working lever.
Fig. 15 is a plan view of the regulator with electric local train-pipe exhaust.
Fig. 16 is a vertical section of this distributor on line R¹ S¹ of Fig. 15.
Fig. 17 shows a vertical sectional view of the same apparatus on line M1 M² of
Fig. 15.
Fig. 18 represents a plan view of the regulating distributor with electric train-
pipe exhaust.
Fig. 19 is a longitudinal vertical section of this apparatus on line M¹ M² of Fig. 18.
Fig. 20 is a vertical transverse section of same apparatus on line R¹ S¹ of Fig. 18.
Fig. 21 is a transverse section of the multiple-way cock regulated by hand, on
line S2 T2 of Fig. 22.
Fig. 22 is a vertical longitudinal section of the multiple way cock on line V2 X2
of Fig. 23.
Fig. 23 is a vertical section of same apparatus on line $2 T2 of Fig. 22.
Fig. 24 represents the automatic regulating arrangement of the multiple-way cock,
with the cylinder in a longitudinal-section.
Fig. 25 is a bottom plan view of a waggon provided with the devices which
automatically actuate the brake according to the load, with multiple-way cock.
automatically regulated as indicated in full, and regulated by hand as shown in dotted
lines.
Fig. 26 is an elevation of said devices.
Fig. 27 shows a horizontal and longitudinal section of the brake cylinder.
Figs. 28 and 28ª are a side view and a vertical section of the head of piston rod.

page_text: Fig. 27, the cap of the cylinder being reinoved.
Fig. 30 is a front view of the ring E2.
Fig. 31 is a cross section of same.
Fig. 32 represents the hollow ratchet axle 27¹.
Fig. 33 is a view of the shaft 23¹ of the small piston.
Fig. 34 is an elevation of the mechanism and the friction pulley of brake.
Fig. 35 is a sectional view of the pulley the section being before the arms 33¹.
Fig. 36 represents a plan view of the wearing compensator, partly shown in
section.
Fig. 37 shows the ratchet wheel of the wearing compensator with its pawl.
Fig. 38 shows the screws, the ratchet-wheel and the pawl of the wearing
compensator, the pivoting parts of the pawl and operating lever being shown in
section.
Fig. 39 is the side view of a friction pulley with the engaging brake.
Fig. 40 represents a coupling arrangement of the air pipe.
This continuous brake is essentially composed of parts, and devices, hereinafter
described.
A main air-reservoir (not shown) fixed underneath the locomotive and feeding the
carriage or waggon reservoirs by means of a general conduit M¹ which runs along the
whole length of the train.
An automatic compression pump A arranged on the locomotive and intended to
compress the air in the principal reservoir. An operating cock B inserted into the
air pipe M¹ and arranged on the engine; said cock serving to feed or to produce a
depression in the general conduit M³.
Furthermore under each carriage or waggon, besides the air-pipe M¹, an air
regulating distributor D inserted into the air pipe and communicating with the air
reservoir E of the vehicle and with the brake cylinder K.
An air feeding reservoir E for the brake cylinder, communicating with the
regulating distributor D and with the multiple way cock H. A multiple-way cock H
and auxiliary reservoirs connected on one hand with the general air-pipe M¹ and on
the other hand with the principal reservoir E of the vehicle and regulated
automatically or otherwise to proportionate the action of the brake to the load.
An arrangement 1 for working the multiple-way cock H automatically and according
to the load.
A brake-cylinder K communicating with the regulating distributor D and
actuating the brake proper.
A brake L with its friction pulley and its wearing compensator. The principal
reservoir of the brake is secured underneath the engine and is charged by the com-
pression pump A which is automatically started and stopped by a regulator so as to
maintain and limit the air pressure of the principal reservoir to the pressure desired.
The automatic compression pump A secured on the engine operates like ordinary
compressed air pumps actuated by steam and it is composed of two steam-cylinders a
forming the lower part of the pump, and connected with two upper compressing
cylinders b by means of uprights 2 and a shield 3, the object of which is to shelter
the mechanism from the dust.
The steam pistons are respectively composed of two combined pistons c and d;
the small pistons c operating independently during the first half of their stroke
and simultaneously with pistons d during the remainder of this stroke. The
pistons c can slide up and down in small cylinders f made one with pistons d and
ending at their upper part in two hollow rods 4 squared on the outside and within
which the rods 5 of the pistons can slide (Fig. 1). Each of the rods 5 is pro-
vided with a stop 6 and a wedge 7 and slides in a hollow rod 8 provided at its
lower part with two lugs 9 pivoted on rod 8 and brought towards each other by
two coil-springs 10.
The hollow rods 8, to the upper end of which are secured the compressing
pistons g gear, by means of a rack 11, with a double-toothed sector h provided

page_text: with two shoulders 12 and 13, and movable in a mortice 14 made in the cross-
piece 15. On the upper face of each of the steam pistons d presses a coil spring i
helping the return of the pistons when the pressure of the steam on the under side is
removed and having, moreover a sufficient tension to prevent the pistons from being
moved by the friction of pistons c during the first period of the movement.
In each steam-cylinder the space, comprised between the bottom of the cylinder
and the piston, is connected by a tube 16 or 17 with a steam regulating cock j,
connected with a steam inlet pipe 18 and outlet pipe 19 and on the plug of which is
secured a toothed pinion 20 meshing with a rack on the lower end of a vertical rod 21
properly guided and carrying a lng 22; said rod being also provided with an
opening 23 through which extends a pawl 24, held by spring 25 (Figs. 1 and 5).
The sucked air passes into the compression cylinders through the sieve 26 and the
tubes 27, and the compressed air enters the main reservoir through the tubes 28
(Fig. 1).
The pipe 28 communicates by a tube 29 with a small cylinder k secured to the
compression cylinders (Fig. 3) and in which a rack 30 moves vertically meshing with
a cogwheel 31 and carrying at its upper end a piston and at its lower end a disk
upon which presses a spiral spring 32, located within said cylinder, and the lower end of
which presses upon another disk whose lower face is held by a threaded rod 33 screwing
into the lower plate of the cylinder k by means of a hand wheel 34 for controlling
the tension of said spring 32. The cog-wheel 31 is secured to the end of the plug 39
of the admission cock inserted into the steam pipes 34, 35, 36 and 37, the pipe 37
communicating with the pipe 18 of the regulating cock j. The plug 39 of the
admission cock is fitted with a triangular way 38 (Fig. 4) so as to obtain a gradually
increased starting when, by turning the cock, the way 38 comes in front of the bore
of pipe 35 the width of which is equal to the maximum width of the way 38.
The compression pump operates as follows:
The pressure of air decreasing in the principal reservoir and consequently becoming
lower than the normal pressure, the tension of the spring 32 (Fig. 3) is no longer
balanced by the pressure of air on the piston and the rack 30 is forced upwards.
By means of the rack 30 and the pinion 31, the plug 39 of the admission cock is
turned and the way 38 is progressively placed in front of the opening of the pipe 35
for the passage of a volume of steam which is so much the greater as the pressure
within the principal reservoir and therefore that exerted upon the piston is lower.
The left hand pistons c, d of the compression pump being at the lower end of their
stroke and the right hand pistons at their upper end, the cock j assumes a position
establishing a communication between the steam pipe 18 and the pipe 16 on the one
hand and between 17 and the outlet pipe 19 on the other hand; the regulating cock
has assumed this position during the last down movement of the left hand
pistons c, d at the moment when the compression pump has stopped its operation ;
during this movement the shoulder 12 of the sector h has engaged the lug 22 on the
rod 21 whereby said rod will be sufficiently lowered to allow the upper edge of the
opening 23 to press upon pawl 24 and produce a slight movement of the same so that
it be reversed by spring 25, thus causing by means of the rack and toothed wheel 20
the cock j to be reversed, said cock then assuming the position afore-mentioned.
The cocks 39 and j being open, the steam comes along the pipe 16 under the
left hand piston and first acts upon the small piston c only, the action of this piston
being sufficient to effectuate the first part of the work which consists simply in
compressing the air to one atmosphere. The simultaneous action of the two
pistons c and d only occurs during the second part of the stroke, the power to be
produced being then much more considerable and necessitating the action of the
steam upon the two combined pistons. The result of this arrangement of the pistons
is a remarkable decrease in the consumption of steam. The steam raises the piston c,
and the rod 5 of said piston travels through an empty space indicated in 40, before
moving the compressing piston g, whereby and by pushing the stops 6 backward the
lugs 9 will be disengaged. After travelling through the space 40, the rod 5 continues
its upward movement imparting the same to the hollow rod 8 and therefore to the

page_text: compressing piston g, and just before the piston c engages shoulders 41, the lugs 9
owing to the upward movement of rod 8 are disengaged from the square portion of
rod 4, and by springs 10, placed in the prolongation of said rod, and assume the
position indicated at the right hand piston of the compression pump, Fig. 1. Thus
the rods 4 and 5 substantially form but one rod and at this noient cominences the
combined action of the two pistons c and d, leading the compressing piston to the
end of its stroke.
During the upward movement of the left hand piston the right hand piston moves
downward as follows:
By the action of the spring i upon the piston d, as soon as the steam which is
beneath this piston begins to escape, the rod 5 recedes sufficiently to allow the stop 6
to raise the lugs 9 and to leave the space 40 free again. Then by the action of the
toothed sector upon the rod 8, the lugs 9 slip on the hollow rod 4 until the small
piston c is brought back on a level with the piston d. Then the stops 6 lying upon
the end of the hollow square rod 4 the two pistons simultaneously accomplish the end
of their backward stroke (Fig. 1).
During the movement of the steam pistons the position of the double sector h is
reversed and the shoulder 13 contacting with lug 22 on rod 21, raises said rod and
causes the cock j to be reversed which then allows the introduction of the steam under
the right hand piston c, and the escape of the steam which is under the left hand
pistons c, d.
The pressure within the principal reservoir being sufficiently high the pressure
acting upon the piston 1. (Fig. 3) will be greater than the tension of spring 32 and
consequently cause the rack 30 to move downward, said rack in conjunction with
pinion 31 causing the admission steam cock 39 to be shut off and consequently the
compression pump to be stopped.
The air contained in the main reservoir is forced into the air conduit by means of
an operating cock B located near the driver's hand.
This operating cock shown in Figs. 6, 7, 8, 9, 10, 11, 12, 13 and 14 is intended:
1) To feed the reservoirs placed under the carriages.
2) To automatically provide for the loss of air occasioned by leakage.
3) To produce the desired decrease of pressure in the main pipe to actuate the brake
according to the speed of the train and the value of the adherence and according to
the more or less efficient action to be produced.
This apparatus is composed of a cock proper formed of a shell E, and a plug G¹
operated by lever 42 having lug 43 moving upon a dial-plate m sliding itself in a
groove formed by the plate 44 secured to the shell of the cock. The plate m is
moreover provided with a groove through which extends a screw 45 for securing the
plate in position when turned by means of a knob 46 according to the adherence.
To the upper part of the shell E¹ a part H¹ is secured provided with a plurality of
cylindrical chambers 0,00,000 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 and 14 forming
reservoirs and communicating with the shell E¹ through pipes 47 (Figs. 6 and 10).
Below the shell E¹ is secured a part I¹ comprising two cylinders each divided into two
chambers by the diaphragms K¹ and K2 and closed at their lower end by covers 48
and 49.
The upper chambers n n¹ of the cylinders are connected by the passage 50 and the
lower chambers p p by the passage 51; moreover the chamber m¹ is connected by a
tube with the gauge L₁ which indicates the pressure in the main reservoir (Fig. 6).
The periphery of the plug of the cock is provided with a plurality of different
grooves whose communications are established or not by the operation of the cock
which in Figs. 6, 7, 8, 9, 10, 11, 12, 13 and 14 is shown as turned off.
The grooves are:
The groove 52 connected by tube q with the main reservoir and by tubes 53, 51
and 54 with the chambers p p¹ and n¹ (Figs. 6, 7, 12).
The groove 55 connected on the one hand with tube q by the longitudinal
groove 56 and corresponding on the other hand with the passage 57 leading to
chamber n¹

page_text: The longitudinal groove 58 connecting groove 52 with passage 59 leading to cham-
ber n (Figs. 6 and 7). The groove 60 connected with the outside by the opening 61
and provided with a longitudinal groove 62 for relieving the chambers H¹ to be fed
(Figs. 6, 7, 10 and 11).
The groove 63 connected with the chamber n through the groove 64 and with a
plurality of reservoirs H₁ for expanding the air contained in n (Figs. 6, 7
and 10).
The groove 65 connected with the outside by the opening 66 and with the pas-
sage 67 by means of the passages 68 and 69 (Figs. 6, and 8). The diaphragms K¹
and K2 are protected by perforated partitions 70 limiting their course, and the dia-
phragm K is provided with a helicoidal rod 71 carrying a contact plate, the
diaphragm K2 having a rod 72 carrying a slide-valve O (Fig. 6). The end plate 48
of the left hand cylinder has on its upper face a tubular projection 73 extending
through partition 70 and through which the pipe 67 discharges into the chamber
P
when the diaphragm K¹ is lifted; said cylinder-end carries on its lower face a tube
section of the general conduit M' along which the wires 74 and 75 pass, respectively
connected with wire t, by the contact of the rod 71 and the contact nipple 76 secured
in the groove 69 of the cock, said wire t being connected with a battery or any electric
supply.
The operation of the cock is as follows:
The lug 43 engaging the notch r (Fig. 14) the operating cock is shut and the air
coming from the main reservoir through the pipe q travels along 52, 53 and 51 into
the chambers p and p¹ and from the latter into the general conduit M' which leads
the air into the reservoirs of the vehicles. On the other hand, in passing along 58
and 59 the air also enters chamber n and consequently chamber n¹ in passing
through 50.
When the gauge L¹ indicates that the normal working pressure is attained, the
lug 43 is placed in the notch t¹. The feeding ways are then closed for the groove 52
covers the orifice of the inlet pipe q, but the longitudinal groove 56 ending in 55 is
in front of q (Fig. 12) and the bottom end of groove 55 (Fig. 1) uncovers the
passage 57 leading to the slide valve O.
Now if by reason of any leakage whatever the pressure decreases in the main
pipe M', the pressure in p and p¹ will also decrease and the diaphragm K² be lowered,
this latter carrying with it the slide valve O (Fig. 6) whose opening connects the
pipes 54 and 57 (Fig. 6). The air coming from the main reservoir through pipe q,
grooves 56, 55 and 57, passes into the slide valve O and thence through 54, 53
and 51 into p and p¹ and then into M². This re-supplying is effectuated until the
pressure is again balanced in p and n¹. As soon as the pressure in p¹ is about to
become higher than in n¹ the diaphragm K² rises again and the apparatus is again in
its normal position.
In order to obtain, in the main conduit M¹, the desired decrease of pressure corre-
sponding with a determinate pressure of the brakes, the screw 45 is previously
loosened and by acting upon the knob 46, the disk m will be placed so that the
openings 1, 2, 3, 4, etc. be immediately placed behind openings 0,00, 000 of plate 44;
then the lug 43 is brought into the notch S (Fig. 14) which indicates the position
the cock must occupy in order to obtain the necessary pressure in ordinary working
conditions. Through this movement of the cock the desired number of chambers H¹
is directly connected with chamber n through 63 and 64 (Fig. 6) and the air com-
pressed to the normal pressure in n and n¹ will expand and determine a pressure in
said chambers, proportionate to the capacity of the chambers H¹ connected with 63.
The diaphragm K² being prevented from further rising the diaphragm K¹ only moves
upward owing to the decrease of pressure of the air contained in n. The compressed
air contained in p and p¹ escapes into the outer air by passing through 67, 69, 68, 65
and the opening 66.
This escape of the air contained in p and pl and consequently in M' continues
until the pressure in p and n is balanced, that is to say, until the decrease
of pressure in the general conduit M¹ is equal to the decrease of pressure
I

page_text: in n. In order to instantaneously empty the main conduit M' and therefore to
ensure the instantaneous operation of the brakes, an electric train pipe exhaust is
joined to the regulating distributor, said exhauster being automatically operated by
the diaphragm K in the following manner:
As a decrease of pressure is produced in chainber n of the operating cock (Fig. 6)
the diaphragm K' rises and carries with it the rod 71 and its small plate thus con-
necting the wires t and 74 and leading the current to the electro-magnet Z of each
regulating distributor D (see Fig. 16). The suction valve y is consequently influenced
by said electro-magnet Z and lifted thereby and the air being allowed to escape under
each of the vehicles, the action is produced instantaneously. The electric operation
is therefore automatically promoted by the compressed air. To loosen the brakes it
suffices to refill the main conduit M¹ by placing the lug 43 in the notch 7. During
this return movement of the operating cock into its former position the chambers H¹
which have been charged, will successively be emptied through the groove 62 moving
in front of the openings of passage 47.
The instantaneous releasing of the brakes is also effected electrically and auto-
matically at the same moment as the operating cock actuates to re-feed the conduit.
For this purpose the cock, during its rotary movement, establishes the contact
between the wires t and 75 by means of the contact knob 76 (Fig. 6) and the electric
current passes into an electro-magnet ¹ actuating a purging valve S¹ provided on
each of the brake cylinders (Fig. 29). The compressed air of the cylinder therefore
escapes immediately into the outer air without the ordinary action of the distributors.
These distributors have, besides the distributor proper, an automatic pressure regulator
and an electric exhauster. The regulating distributor D, shown in Figs. 15, 16
and 17, is essentially composed of a vertical cylinder N¹ divided internally into four
sections u, v, w, x, by the diaphragm 0¹, the partition 78 and the piston P1; the
cylinder N¹ is furthermore provided with four tubes R¹ S¹ M¹ and M2, the first two
corresponding respectively with the air reservoir of the vehicle and with the brake
cylinder and the last two connecting the apparatus with the main pipe. The cylinder
of the distributor is closed at its lower end by a plate supporting a cap 79 and provided
with an opening, shut by the valve y which when lifted connects section with the
outer air through the opening 80. The valve y is actuated by the electro-magnet Z
secured to the underside of the perforated disk a¹ by means of two rods guiding the
piston P¹ having a vertical rod properly guided and carrying a slide valve T which
connects the tube 81 alternately with the tubes 82 and 83, the latter communicating
with the outer air. The section is connected through the lateral opening 85 and
the tube 84, with the main conduit M¹ and when the diaphragm 0¹ is lifted the
reservoir of the vehicle communicates with the brake cylinder through R¹ 86, 87, 88,
u, 89, 90, 82, and S¹; the electric wire 74 enters the distributor and leaves the same
through the general tube M1 M².
The regulating distributor operates as follows:
When
During the feeding of the main reservoir and the loosening of the brakes, the
piston P is lifted by the compressed air which passes through the annular space 91
and the chamber w to reach through tube 86, the reservoir E of the vehicle.
the piston P is at the upper end of its stroke, the slide T¹ shuts the passage 82 and
connects the brake cylinder with the outside through S1, 81 and 83 (Fig. 16): the
loosening of the brake is therefore effected during the feeding of the reservoirs E of
the vehicles when the brake cylinders have not been previously emptied by means of
the electric exhausters.
As soon as a determinate decrease of pressure is produced in the main conduit M¹
the piston P¹ descends and this decrease will also occur in and the diaphragm ()¹
moves down and connects the reservoir E with the brake cylinder K, through R¹, 86,
87, 88, u, 89, 90, 82, 81 and S¹ (Fig. 16) until the pressure in v and u be balanced,
whereafter the feeding is stopped. This distributor therefore allows, by varying the
decrease of pressure, of the introduction into the brake cylinder K of as much air as
will be desired and to exert on the brakes a pressure which is variable with and
proportionate to the speed of the train. The electric exhauster directly. operated

page_text: by the operating cock B and already described will ensure the instantaneous
transmission of the breaking action to each vehicle by instantaneously connecting,
under each of these vehicles, the main conduit M with the atmosphere but it is to
be remarked that, in case the electric action should not take place, the decrease
of pressure in the main conduit M¹ would be produced by the escape of the
air through tube 67, the grooves 69, 68, 65 and the opening 66 of the operating
cock B (Fig. 6).
The electric exhauster may be substituted by a compressed air exhauster or employed
in conjunction with the latter. The object of the compressed air exhauster, like the
electric exhauster, is to quickly distribute under each vehicle, the decrease of pressure
produced in the operating cock in determining a direct disengaging of the general
conduit M into the atmosphere. If the compressed air exhauster is employed in
conjunction with an electric-exhauster the compressed air exhauster will only act when
the electric aspirator does not operate for any cause whatever.
The regulating distributor with electric exhauster and compressed air exhauster
shown in Figs. 18, 19 and 20 is composed of a cylinder U mounted in the axis of
the main conduit M¹ M² (Figs. 18 and 19) and in the interior of which a piston b¹
and a slide c¹ operate. The cylinder U₁ carries, the ordinary distributing
cylinder with piston P¹, slide-valve T and diaphragm 01 but between the
chamber w and the diaphragm 01 is inserted the compressed air exhauster
composed of a diaphragm V₁ which when it is lowered, connects the chamber x
situated under the piston P¹ with the atmosphere through 93, 94, d¹, 92
(Fig. 19); moreover the chamber g¹ communicates with 4¹ through an opening made
in its side wall.
The piston 61 is secured to the connecting point of two hollow rods forming two
conduits 95 and 95¹ discharging into the chambers elf through two lateral openings
shut by the valves 98 and 981 (Fig. 19). The rods of the piston b¹ terminate in a
truncated part shutting the annular openings 96 and 96¹ of the disks 97 and 97¹
screwed in the wall of the cylinder U¹, the two compartments e¹ and f¹ of which
communicate respectively by means of the conduits 21 and 31 with the chamber * of
the distributor. To the left hand rod of the piston 6¹ is secured the slide c¹ connecting
the conduit 4 with the conduit 5¹ communicating with M of the main conduit or
with 6 communicating with M² of the same conduit. The piston 6¹ and the slide c¹
move longitudinally and are guided by the guides 7' which prevent the parts from
rotary movement.
With this apparatus the diaphragm 0¹ and the electric exhauster act in the same
way as with the simple distributor already described. This regulating distributor
with electric and air exhauster operates as follows:
The locomotive being in the direction of M¹ the compressed air passes through the
conduit 95, lifts the valve 98 and discharges into e' and by its pressure upon the
piston 6 pushes the latter into the position indicated in Fig. 19 so that the end of
the rod 95 comes into contact with the conical opening 96 and intercepts the direct
communication between M¹ and e¹. The compressed air continues to enter the
chamber e¹ through the conduit 95 and passes into chamber through tube 2.
The piston P is lifted by the compressed air which then enters chamber w to supply
the reservoir E afterwards, in passing through 86. Froin chamber x the
compressed air passes also through tube 31 and enters the chamber f¹ whence,
through the annular space 96¹ it passes into the general conduit M¹ to feed the
other vehicle.
On the other hand the air also passes along 93 and 94 into d' above the diaphragm VI
of the exhauster but at the same time the under face of the diaphragm is submitted
to the pressure of the compressed air coming through 51 and 4' into g¹ and, the two
pressures being balanced at d¹ and g¹, the diaphragm V₁ remains stationary at the
upper point of its course during the whole feeding period and the escape of air
through tube 92 cannot occur. In fact, during the feeding the air coming through 41
also enters the chamber v of the regulator and thus prevents the diaphragm 0¹ from

page_text: lowering through the pressure of the air coming from the chamber w and the reservoir E
through tubes 86, 87 and 88.
The communication between the air reservoir E and the brake cylinder K is
established by the distributor in the following manner as I have already explained.
When a decrease of pressure is produced in the main conduit M¹ by means of the
operating cock B, said decrease is transmitted through 51 and 4' to g¹ and v; the
diaphragms V1 and 0¹ are then lowered and the lowering of V₁ connects the chamber.
with the atmosphere through 93, 94, d¹ and 92. As soon as the determined pressure
is exerted at. M¹ the piston P¹ moves downward with its slide valve T¹ and the
reservoir E is connected with the brake cylinder K as previously described for the
simple regulating distributor. The decrease of pressure produced at x is transmitted
through tube 3¹ to f¹ and through 96¹ to M2 and to the following vehicle; the air
from M² consequently escapes into the atmosphere through 96¹, f¹ 31 93, 94, d¹
and 92 and this escape will continue until the pressure is balanced in d¹ and g¹, after
which the diaphragm V' rising, the operation of the exhauster is stopped. The
decrease of pressure thus produced at M² ensures the operating of the distributor of
the following vehicle and so forth. The transmission of the decrease of pressure from
carriage to carriage is effected with great rapidity whatever may be the degree of said
decrease and it is this quick transmission that principally distinguished the improved
distributor from those actually employed. It must also be noticed that with this
apparatus, the quick action commences to be produced as soon as-owing to the de-
crease of pressure produced in M-the pressure exerted on piston P¹ will be sufficient
to produce its downward movement.
If the locomotive is coupled at M² the compressed air will push, during the feed-
ing, the piston 61 to the other end of its stroke in shutting the opening 96¹, the slide
valve c¹ closing the communication between 51 and 41 and connecting 6¹ and 4¹. The
apparatus thus arranged then operates as already explained in the case the locomotive
is at M¹.
The only important condition to be realized for ensuring the good operation, of the
apparatus consists in giving the piston 61 a proper friction in cylinder U₁ in order
that, when this piston has been pushed to one of the ends of its stroke by the
compressed air, it cannot recede at the moment the decrease of pressure is trans-
mitted, that is to say, that the friction of the piston b¹ on cylinder U¹ must be equal
to the pressure exerted by the air of chamber e¹ on the truncated part when the
pressure at M² will be completely removed. It will easily be seen that with this
distributor the passage of the air from the reservoir E to the brake cylinder K con-
tinues whatever may be the capacity of the reservoir until the pressure be balanced
between and u, which is obtained by no other distributor: it results therefrom
that the larger the capacity of the reservoir E, the more air is introduced into
the brake cylinder K so as to obtain a pressure proportionate to the weight of the
loads.
The increase of capacity of the reservoir is obtained by means of small auxiliary
reservoirs connected with the multiple way cocks X' described hereinafter.
The auxiliary reservoirs are formed by the cylindrical chambers h¹, h2, h³-h³, h10
of a part V secured to the shell 22 of a cock, the plug X¹ of which is provided at its
periphery with a groove 71 (Fig. 21) or two grooves 81 and 91 (Figs. 22 and 23)
according as the cock is controlled by hand or automatically. The cylindrical
chambers h1, h2, h3, etc., are shut with plugs k¹ having a rod 10¹ (Fig. 22). This rod
which varies in volume according to the compartments, is intended to regulate, at
the mounting, the capacity of each auxiliary reservoir and to give it a capacity
corresponding with the volume of air necessary for a certain load. The reser-
voirs h¹, h2, h3, etc., communicate through tubes j¹ with the shell 2. The. tubes j¹
and the groove 71 (Fig. 21) or grooves 8¹ and 9 (Figs. 22 and 23) connect a more or
less greater number of reservoirs h1, h2, etc., according to the load of the vehicle, with
the reservoir E (Fig. 26) specially used for the dead weight, through 121; on
the other hand the cock X¹ communicates with the main conduit M¹ through

page_text: tube II¹ (Fig. 23) leading the compressed air to the auxiliary reservoirs to feed the
same.
When the cock X¹ is regulated by hand a weight indicator is secured on each
carriage to indicate the weight in tons conveyed by the vehicle. The scale of this
indicator corresponds with the graduation of the auxiliary reservoirs and according
to the indications shown, the cock is regulated to connect a corresponding number of
auxiliary reservoirs h with the main reservoir E of the vehicle. The multiple way
cock is regulated at the starting station according to the load of the vehicle and
owing to its insertion into the tube leading from said reservoir E, to the main
conduit M¹ it produces its action and is fed at the same time as the reservoir E, but
the tube III of this cock, which serves for the introduction of the air into the
auxiliary reservoirs, is provided with a valve the object of which is to prevent the
return of the air contained in the reservoirs h1, h2, h3, etc., when a decrease of
pressure occurs in the main conduit M¹. In order to adapt the multiple way cock to
be automatically operated it suffices to employ the saine in conjunction with an
automatic regulating arrangement.
The automatic regulating arrangement, shown in Fig. 24 and the application of
which is shown in Figs. 25 and 26, is composed of a cylinder i closed at its ends by
two plates; a rack 131 formning the rod of a piston m¹, extends through the fore-plate
of said cylinder, and a coil spring 14¹ fitted over said rod presses on said piston as
shown. To the rear plate of the cylinder is secured a pipe o¹ connecting the
cylinder with the conduit p¹ leading from the distributor D to the brake cylinder K
and transmitting the pressure of the compressed air contained in said brake cylinder,
to the rear face of piston m¹. The rack 131 of the piston meshes with a pinion n¹
actuating the multiple way cock H and terminates in a needle 11 pivoted thereto
at 16¹ and held horizontally by two springs 17. The needle 15¹ engages a stop X+
provided with a toothed incline and rivetted to an U iron 181 (Fig. 26) secured to
the bearings of the vehicle wheels, said stop being therefore independent of the
movement of the frame, while on the contrary the multiple way cock H, the
cylinder and the other parts of the regulating device are secured to the frame of
the vehicle and therefore move with the same in a vertical plane. It will be seen that;
the carriage being empty, the needle 15¹ faces the vertical side of stop X as shown
in Fig. 24 and, the carriage being loaded, the cylinder ¹, cock H, rod 13¹ and
needle 151 will be lowered whilst the stop X4 remains stationary owing to its
fastening on the bearings.
The multiple way cock with variable automatic action according to the lead
operates as follows: The brake being actuated the compressed air passing from the
distributor D to the brake cylinder K, (Fig. 25) will be discharged at the rear of
piston m in cylinder whereby rod 131 and needle 151 are moved until this latter
engages stop X* as shown in 191 (Fig. 24). This movement of the needle and of the
rack 13 will consequently determine a proportionate opening of the multiple way
cock H by the rotation of the pinion n¹ and, as the heavier the load on the carriage
the more the spring will bend and consequently the more the complete device will he
lowered, the course of the needle 15¹ towards the incline increases and, through the
intermediary of the pinion n¹, produces the operation of the cock H accordingly to
the lowering of the frame of the vehicle and therefore to the load. It suffices there-
fore to give the several parts of the device the desired proportions so that, at each
operation of the brake the rotation of the multiple way cock H might connect, with
the reservoir E of the vehicle, the desired series of small reservoirs h so that the
combined capacities of said reservoirs might be proportionate to the total weight of
the carriage, the load included.
As the automatic regulating device is actuated the needle 15¹ is held at its end in
the teeth of stop X but it is allowed, owing to its pivoting end 16, to follow the
vibrations of the frame of vehicle, at the same time being held horizontally by
springs 171 (Fig. 24).
As the brakes are loosened, that is to say, when the air contained in the brake
cylinder K escapes into the atmosphere the small cylinder empties also, and the

page_text: whole device is brought back into its original position by the action of the controlling
spring 14 upon the piston m¹. The cock H, assuming its initial position, intercepts
the communication between the auxiliary reservoirs h and the main reservoir E
of the vehicle, and on the other hand said cock H connects through 81 and 111 (Fig. 23)
the reservoirs h with the main conduit M¹ which re-feeds the auxiliary reservoirs at
the same time as the main reservoir E. The compressed air contained in this
reservoir and in the reservoirs h is expelled, at the moment the brake is actuated,
into the brake cylinder K., The brake cylinder K shown in Figs. 27, 28, 29, 30, 31,
32 and 33 is conceived upon the same principles as the compression pump, that is to
say, that by the combination of the pistons successively put into action the discharge
of compressed air is very weak during the first period of action, the object of which is
to bring the brake blocks nearer to the friction drum, the larger piston acting
only at the moment the blocks are applied on the drum.
The brake cylinder is composed of a cylinder proper A² in which a piston B2 C²
operates, composed of a small piston B2 operating in cylinder q¹ formed by the large
piston C2. The cylinder A2 is closed by a cover D2 composed of two superposed
cylinders in which the springs 20¹ and 21' are placed, the spring 20¹ acting directly
upon the large piston C2 and the spring 211 pressing upon the ring E2 applied against the
bottom of cylinder q¹ and from which extends the hollow rod 22¹ squared on the
outside and projecting from cylinder q¹ (Fig. 27). The piston B2 has a rod 231
sliding within the rod 221 and provided with a key 24¹ a wedge 251 and a stop 11.
The ends of the key 24¹ extend through two openings in the ring E2 and said key
moves longitudinally in slot 261 of the hollow rod 22¹ (Fig. 27). The rod 23¹ also
slides in a hollow rod 27¹ having a head 321 (Figs. 28 and 28A) screwed to one of
its ends, the other end carrying two pawls #pivoted thereto by means of pins 281
drawn towards each other by two spiral springs 291; moreover two spring blades 30¹
are secured to the hollow rod 27' extending through cover D². The latter is provided
with openings 72 for controlling the operation of the pawls . The cylinder A2
communicates by means of the passage 31¹ (Fig. 27) with the distributor D and
through the opening 331 (Fig. 29) with the electric exhauster composed of an electro-
magnet and the suction valve S¹ which, through the chamber w¹ and the
opening v¹, connects the brake cylinder with the atmosphere.
The brake cylinder operates as follows: When the compressed air coines through
the tube 311, the small piston B2 operates alone, the piston C² being held by the
spring 20¹, and the rod 23¹ travels through the empty space X6 before actuating the
hollow rod 27' and consequently the brake. The effect of the movement of
the rod 23¹, is, by tilting the stop 7, to disengage the pawls 4 and the two rods 23¹
and 27 continuing their movement, said pawls slip on the square part of the hollow
rod 22¹ and the key 24¹ travels over the length of slot 261. Just before the key 24¹
reaches the end of slot 26¹ the pawls reach the end of the hollow rod 221 and by
the action of the springs 291 they are placed in the prolongation of said rod (Fig. 27).
Hence the piston C2 the rod of which is carried by the key 24¹, rises and the
compressed air acting upon the pistons B2 and C2, the same act simultaneously to
actuate the brake. During the upward movement of the pistons, the springs 211
and 20¹ are compressed, the first by the ring E2 carried with key 24¹ and the second
by the piston C² itself.
As with the compression pump where the discharge of steam is remarkably reduced,
this combination of the combined piston allows of a considerable reduction of the
discharge of compressed air. The brake cylinder being connected with the atmosphere,
either by the distributor D), or by the electric exhauster of the brake cylinder, the
compressed air escapes outside and the pistons are brought back into their initial
position by the action of the springs 20¹ and 211 on the ring E and the piston C², and
consequently on the rod 23¹ and the piston B2 by the intermediary of the key 24'.
This return movement is effectuated in the following way: At the beginning of the
action of spring 211, the rod 23¹ is actuated alone first by the key 241, the hollow
rod 271 being held in place by the pressure of the springs 30¹. The effect of this
first movement of rod 23¹ is to reestablish the space X and lift again the pawls t* by

page_text: the action of the stop ¹. After this movement the shoulder 25¹ on the rod 23¹
engages the hollow rod 271 and the pawls t+, which are disengaged from the end of the
hollow rod 221, now slip over the outer square portion of said rod. Finally, at the
moment the piston B2 has been brought back into a plane with piston C², the key 24'
having reached the other end of slot 26¹ which it originally occupied, and the ring E
being again placed against cylinder g¹, the large and the small piston move
simultaneously into their initial position (Fig. 27). The pistons of the brake cylinder
by means of the rod 271 and the head 321 (Figs. 27 and 28) the lever B³ and
the connecting rods H2 (Fig. 25) actuate the brakes L of each vehicle, one of which is
shown in Figs. 34, 35, 36, 37, 38, 39 and is composed essentially of a friction drum,
brake blocks, pressure transmission devices and a wearing compensating device.
The friction drum is composed of two semi-cylinders 2 connected at their ends
by bolts, tightening them on the arms 332, a cross-piece wedged upon the hub E* of the
carriage and which allows the free circulation of air in the interior of the friction
drum, the rim of which is perforated to ensure a complete cooling.
Each block-holder is made of two supports c2 in the form of a horse-shoe pivoted,
by a pin d², to a link e2 suspended to a U iron f2secured to the bearings of the wheels,
(Fig. 34) so as to avoid any undue friction of the brake-blocks on the friction drum.
The U iron f2 will be strengthened by a slide,rivetted to the frame of the vehicle and
in which it can slide when the frame is raised or lowered (Fig. 34).
The supports c2 are connected by a brace 35¹ and by parts g² forming a slide-way
for the tail 2 of block G2 provided with a groove in which is lodged the lever
pivoted on said tail h² by means of a pin 341 movable in the grooves 36¹ on the
block holder c². The levers 2, 13 are connected at their lower ends by a link 37¹ to
which they are pivoted by means of pins 38¹, and the upper end of the lever ² is
pivoted by means of a pin 391 to a screw moved by link H2 by means of the nut j²
secured in the yoke end of said link and adapted to adjust the length of said link H².
The upper end of the levers is is connected by a pin with the wearing compensating
device shown in Figs. 34, 36, 37 and 38. This automatic compensator comprises a
ratchet wheel I2 (Figs. 36, 37 and 38) actuated by a pawl 2 each time a determinate
wearing of the brake block occurs. The wheel 12 actuates two screws 12 (Figs. 36
and 38) the movement of which causes two wedges J2 to move from each other
simultaneously, the forward movement of said wedges causing the upper end of the
levers 3 of the central pivot d² to be brought closer together (Figs. 34 and 36). The
end of lever 3 is simply held by a pin 40¹ sliding in a groove of the rod 42¹ the latter
part having also a slot 43¹ to receive the end of lever 3. The rods 42' supporting
the device move about pin 2 and have at their end sockets n² carrying the wedges J*
and being internally threaded; moreover the rods 421 are connected by a brace 43º
upon which is secured a part 442 holding firmly the ratchet wheel I2 (Fig. 36) whose
pawl is held by a spring 44' (Fig. 37) said pawl pivoting on a pin 433 supported on
rod 45¹ which is also pivoted at 46 with the lever 2 (Figs. 34 and 36).
The brake operates as follows: The compressed air actuating the piston of the
brake cylinder K, the piston rod, through the intermediary of the balance, transmits
to the link H2 a traction strain proportionate to the pressure of the compressed air
on the piston. This traction strain, applied to the upper end of levers 22 and trans-
mitted by links 371 to levers 23, results in a pressure of said levers upon the back of
the blocks G2, whereby the latter are frictionally engaged with drum a².
When the compressed air escapes from the brake cylinder K the piston returns to
its initial position and the piston rod actuating the balance and consequently the
link H² in a reverse direction to the former, the levers 2 and 3 return to their initial
position carrying, by means of the pins 34¹, the brake-blocks with them, whereby
the latter are disengaged from friction drum a². The adjusting of the blocks, which
is a very important point to constantly ensure the efficiency of the brakes, is
effectuated automatically by the wearing compensator in the following way: accord-
ing as the blocks wear out, the lever when actuated by link H2 is brought nearer
and nearer to the axle E' and by the rod 45¹ increases in the same proportion, the
travel of the pawl k² over one of the teeth of the ratchet wheel I2 without however

page_text: acting upon this wheel so long as the wearing has not attained a determinate limit
corresponding with the length of the teeth of said ratchet-wheel. When the wearing
surpasses this limit, the pawl k² falls under the next tooth when the brakes are
applied, and carries the ratchet wheel I' with it when they are loosened.
The rachet wheel 12 imparts its rotary movement to the threaded axles 2 whereby
the sockets 2 are moved from each other and therefore the wedges J2 (Figs. 36
and 39), and these latter, acting upon the upper end of levers, bring said wedges
nearer to 2 (Fig. 34), at the same time causing the brake blocks G2 to move toward
éach other, thus compensating wearing.
As I have already explained, the compressed air is brought into the reservoirs E of
the vehicles through the main conduit M' which also serves to transmit the decrease
of pressure produced at the operating cock B. The conduit M' is placed under the
carriages and each of the sections placed under a carriage is connected with the
preceding and the following one by a coupling as shown in Fig. 40. This coupling
is composed like those actually in use, of a flexible tube connected with the
conduit M¹ of the carriage which is provided with a cock C³. The tube b³ has at it's
end a coupling box a³ connected with the coupling of the following carriage by
ineans of wedges 462. The coupling boxes à³ are provided with rods 452 forming
contacts when the couplings are united and allowing the electric current to pass
along the wires 74 and 75 to operate, when required the electric exhausters of
the distributors I) and of the brake-cylinder K. The general operation of the whole
system composing the brake is as follows:
The main reservoir being filled with compressed air to the required tension, and
the lug 43 of the operating cock B (Fig. 14) engaging the notch t¹ corresponding
with the movement to actuate the brake, it suffices, by causing lug 43 to engage
notch S to connect, by the working cock, a plurality of chambers H¹ (Fig. 10)
with chamber n (Fig. 6); the number of chambers H₁ connected varying with
the pressure it is desired to obtain on the brakes. Owing to this communication
a decrease of pressure is produced in the chambers n (Fig. 6) said decrease of
pressure being transmitted by the action of the diaphragm K¹ to the main
conduit M and the distributors D and these latter under the influence of said
decrease of pressure as already described, operate to connect the main reservoirs E
of the vehicles as well as the desired number of auxiliary reservoirs h (Fig. 23)
with the brake cylinder K, the number of reservoirs h being determined before
starting the train in the ordinary system, according to the load of each vehicle,
whilst in the automatic system, it is determined during the operation.
compressed air introduced into the brake cylinder K acts upon the piston by its
pressure and consequently applies the brake.
The
To loosen the brakes it suffices to re-fill the main reservoir and the main conduit M¹
by bringing the lug 43 back into the notch and the distributors at the same time
expel the compressed air contained in the brake cylinders K whose pistons return to
their initial position.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be perforined, I declare that what
I claim is:
1° An aero-electric brake with variable action according to the load for railway
trains, distinguished by a compression pump communicating through the intermediary
of an operating cock with a main reservoir on the one hand and on the other hand
with a main air conduit running along the whole length of the train, said operating
cock also connecting a plurality of chambers with the main reservoir, said apparatuses
being arranged on the locomotive; and by a plurality of devices located under
each vehicle and comprising a main reservoir communicating on one hand with
auxiliary reservoirs by means of a multiple-way cock regulated by hand or
automatically, and on the other hand with a main air conduit by means of a
regulating distributor, the said distributor also connecting the main reservoir of the

page_text: vehicle with the brake cylinder operating the brakes of each carriage, provided with
a wearing compensator.
20 In an aero-electric brake, the combination of a compression pump distinguished
by the steam pistons composed each of two combined pistons, the small piston
operating alone the compressing piston during the first half of its stroke, and the
two pistons combined acting simultaneously during the remaining half.
30 In an aero-electric brake the combination of an operating cock distinguished
by a cock proper provided with a series of grooves forming a communication
either between the main reservoir and the main conduit to feed the latter or
between a plurality of chambers and compartments the latter provided with
diaphragms one of the said diaphragmns serving to refill the general conduit and
the other to produce a decrease of pressure in the main air pipe.
4° In an aero-electric brake the combination of a regulating distributor
distinguished by a piston operating to connect the main air pipe with the reservoir of
the vehicle for feeding the same, the rod of said piston being provided with a slide-
valve successively connecting the brake cylinder, either with the atmosphere for the
eduction of the air contained in the cylinder or with the reservoir of the vehicle for
the feeding which is produced by means of a diaphragm acting under the influence
of the decrease of pressure transmitted through the general air-pipe into the
distributor and which can be produced instantaneously in the latter by an electric
exhauster composed of an electro-magnet and a suction valve, or by a compressed air
exhauster composed of a diaphragm actuated as soon as a decrease of pressure is
produced in the main pipe said two exhausters being constructed to be employed
separately or in conjunction with the distributor.
5° In an aero-electric brake the combination of a multiple-way cock and auxiliary
reservoirs distinguished by a cock proper provided with grooves for feeding the
auxiliary reservoirs and connecting the latter with the main reservoir of the vehicle,
said cock being regulated by hand or automatically by a special arrangement, so that
the number of auxiliary reservoirs put in communication may be proportionate to the
load, the capacity of said reservoirs being adjusted by means of their plugs provided
with a rod of variable volume.
6° In an aero-electric brake the combination of an automatic regulating
arrangement of the multiple way cock distinguished by a piston moving in a cylinder
and having one of its faces submitted to the action of the compressed air, and the
other face to the action of a spiral-spring, said piston being provided with a rack rod
meshing with a pinion secured to the multiple way cock and ending in a needle
pivoted thereto, and held horizontally by two springs and engaging a stop formed
of a toothed incline, said stop being secured in a stationary position whilst the other
parts of the device and the multiple way cock are secured to the frame
of the vehicle, said frame being lowered by the load owing to the flexure of the
springs.
7° In an aero-electric brake, the combination of a brake cylinder distinguished by
the fact that the piston formed of two combined pistons, the small piston being
operated alone during the first half stroke to bring the brake blocks closer to the
friction drum, the two pistons then acting simultaneously during the remainder of
the stroke to apply the blocks on the drum, the return of the blocks to their initial
position being instantaneously obtainable by means of an electric exhauster composed
of an electro-magnet and a suction valve allowing of the quick emptying of the brake
cylinder.
8 In a aero-electric brake the combination of a brake with a wearing compensator
distinguished by a friction drum to which four brake blocks are applied, said blocks
being arranged two by two on each side of the drum, each of the right hand blocks
forming with one of the left hand blocks a substantial part actuated by a link pivoted
on a balance operated by the piston-rod of the brake cylinder, each device being
composed of brake blocks, block holders, a link and levers actuating the blocks, one of
the said levers being operated at one of its ends by the wearing compensating device
composed of two rods, pivoting on a pin carrying the block-holders, said pin being

page_text: supported on a rod suspended to a U iron rigidly secured to the bearings of the
vehicles, each of said rods having an end socket carrying a wedge and provided with
internal threads to receive a pin, carrying a ratchet wheel operated by a pawl pivoted
to the end of a rod also connected with one of the operating levers of the blocks, the
wedges of the sockets sliding moreover in a longitudinal groove of the rods supporting
the compensating device and acting upon the end of a lever operating the brake
blocks; the end of said lever sliding in a slot in the supporting rod and being provided
with a cross pin sliding in the same groove as the wedge.
9° An automatic aero-electric brake for railway trains, substantially as described
and shown.
Dated this 16th day of December 1897.