Improvements in Safety Controlling Devices for Automatic Air Brake Retaining Valves on Railway Trains.
Year: 1897

page_text: Date of Application, 9th Mar., 1897-Accepted, 5th June, 1897
COMPLETE SPECIFICATION.
Improvements in Safety Controlling Devices for Automatic Air
Brake Retaining Valves on Railway Trains.
I, JOHN LEE, of the Village of East Toronto, in the County of York, in the
Province of Ontario, Canada, Engineer, 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 :-
My invention relates to improvements in safety controlling devices for automatic
air brake retaining valves and the object of the invention is to devise such an
improvement in the existing quick action automatic air brake as will enable the
engineer to control and hold on the brake during the time that he is recharging
the auxiliary reservoir and train pipes up to the maximum pressure and thus form
a perfect means to provide for renewed applications of the brake in rapid
succession when necessary and thereby ensure safety and effect a great economy
in the amount of air used and it consists essentially of a retaining pipe, which
is connected to the pipe leading from the main reservoir in the engine to the
engineer's equalizing discharge and break valve, such retaining pipe extending
throughout the train and being connected between the cars by suitable couplings
similar to the train pipe couplings and also having branch connections to the
exhaust port of the triple graduating valves, a suitable pressure gauge and two-
way valve being provided on the retaining pipe in the engine and suitable tap
and valve being provided in each branch pipe leading from the main retaining
pipe to the exhaust of the triple valve, the parts being constructed and arranged
in detail as hereinafter more particularly explained.
Fig. 1, is a diagrammatic view partially in section and broken away in parts
showing the several parts involved in my invention.
Fig. 2, is an enlarged detail of the valve in the branch retaining pipe leading
from the exhaust.
In the drawings like letters of reference indicate corresponding parts in each
figure.
I may here merely premise that my invention is applicable to passenger as well
as freight trains and although I have shown in the drawing the auxiliary reservoir
and brake cylinder usually employed for freight trains it will of course be
understood that any suitable form of auxiliary reservoir with suitable connection
to the brake cylinder may be utilised. In this specification I do not deem it
necessary to describe the various valves, reservoirs and brake cylinders commonly
known in the art and commonly utilized at present on passenger and freight trains
such as the engineer's equalizing and discharge brake valve, stop cock in the
engive and the triple valve located between the train pipe, and the auxiliary
reservoirs, and brake cylinder, as such parts form in their detail construction no
essential part or improvement to which I can lay any claim. It will, therefore,
merely be necessary to refer to them only to clearly show the utility of my
invention.
A is the main reservoir in the engine. B is the pipe leading from the automatic
pump in the engine by which the main reservoir is supplied with air up to a certain
nitial pressure. C is a pipe leading from the opposite end of the reservoir A to
the engineer's equalizing and discharge valve D. E is the pressure gauge
connected to the pipe C and to the pipe E leading to the brake valve reservoir F.

page_text: Gis the pipe leading from the engineer's brake valve D to the train pipe H,
which is provided with the usual taps H' and couplings H³ throughout the length
of the train. I I is an exhaust from the engineer's brake valve.
J is one of the auxiliary reservoirs of the train. K is a branch pipe leading to
the triple valve L. M is a pipe leading from the triple valve to the brake 5
cylinder N, which is provided with the usual piston N¹, the rod N¹ of which is
connected to the brake applying devices for the wheels.
O is a retaining pipe, which is connected by suitable T pipe coupling to the
pipe C leading from the main reservoir on the engine to the engineer's brake
valve. The ipe O extends throughout the length of the train and is provided
with suitable taps o similar to the taps H¹ of the train pipe and suitable flexible
couplings of between the cars. The pipe O in the engine is bent in the for.n of an
elbow and at such elbow is connected a valve o' provided with a curvilinear
passage-way o³, which is shown in the drawing as connected to the downwardly
extending portion of the pipe O and to the exhaust of. The operating handle o
is provided for turning the valve and throwing it into the dotted position con-
necting the horizontal portion of the pipe with the downwardly extending portion.
The position of the curvilinear passage-way of the valve is that in which the
retaining pipe is not used, as the exhaust air froin the triple valve would in this
position of the valve, escape.
O is a branch retaining pipe leading from the exhaust of the triple valve L to
the pipe O. Intermediate of the length of the branch pipe is provided a valve O³
Fig. 2, having a seat 0³ valve rod 0, a spring () and a disc 0°, upon the
pressure of the air from the retaining pipe O ring exerted it serves to close the
valve O upon its seat 03. 0' is a tap placed between the valve O' and the pipe O
and designed so that if the valve O' should get out of order and allow the exhaust
of air, the pressure may be shut off, and thus not allow the escape of the air from
the whole system.
It will of course be understood that a branch pipe O' with its valves will be
provided for each triple valve under each car and that a final tap o will also be
provided for closing the rear end of the retaining pipe O similarly to the rear end
of the train pipe H.
Having now particularly described the principal parts involved in my invention
I shall briefly describe its operation and utility. By manipulating the engineer's
brake valve so as to throw it into what is known as full release and running
position the main reservoir in the engine opens communication to supply the
auxiliary reservoirs and train pipes. By this means the full amount of air
necessary for the brake is supplied throughout the train. When it is desired to
apply the brake ordinarily the engineer's brake valve is thrown into the reverse
position, so as to allow of the exhaust of air through the train line exhaust pipe H,
thereby reducing the pressure in the train pipe and allowing the air to pass from
the auxiliary reservoir through the triple valve and pipe M to the brake
cylinder N forcing back the piston N¹ and applying the brake. When the
engineer's brake valve is manipulated again and thrown into full release and
running position the main reservoir in the engine opens communication to supply
the auxiliaries and train pipes again, but as the openings of the triple valves
are very small this takes considerable time and at present no means is provided
to maintain the pressure in the brake cylinder should it be desired to immediately
apply the brakes again. This it will be seen is a serious defect as at the same
time that the engineer's brake valve is thrown in full release the exhaust por
is opened from the brake cylinder through the triple valve to the atmosphere
as is well known.
It will be seen that when it is wished to apply the brake in rapid succession
especially on grades or where a miscalculation is made and there is danger o
over-running the place of stopping that in such an instance my retaining pipe an
valve comes into requisition and in this manner it is of course necessary to thro
the handle o, so that the curvilinear passage-way is in the position shown in dotte

page_text: lines when the air from the main reservoir in the engine forces its way through
the pipe, and when the desired pressure is acquired, as would be indicated by the
gauge E connected by the pipe e to the pipe O, the handle o' is thrown so as to
close all passage-ways and such pressure whatever it may be is maintained
throughout the length of the retaining pipe O.
It will be understood now that when the brake is released the pressure in the
pipe O passing down through the pipe O' will force the valve O' on its seat and
thereby close the exhaust port 08, thus serving to retain the air in the pipe M,.
and brake cylinder, thereby holding the brake ou for any length of time during
which period all the auxiliary reservoirs and train pipes may be completely restored
to their initial pressure when the brake may be released instantly by the engineer's
brake valve or released gradually by manipulating the handle o of the retaining
valve O. This will be seen is an important advantage as by the present
Westinghouse system if the engineer applies the brakes too strongly there is no
way of easing them off. By my device the brakes may be eased off gradually to
any desired pressure by allowing the air to escape out of the retaining pipe O
through the valve O'. It is quite clear that the retaining valves may be set at
any desired pressure up to the main reservoir pressure and that the speed of the
train can be regulated by letting the air out of the retaining valve pipe port slowly,
or at once, letting off brakes instantly, or if the brakes have been cased too much
in case of a train being on a grade, such brakes can be applied in the brake
cylinder, thereby saving air and also providing for the second application with a
full auxiliary pressure.
Another advantage in the use of my retaining device will be seen in that it in
no way interferes with the present air brake but is merely an auxiliary to it anl
the exhaust ports from all the triple valves are free and open to the atmosphere
except when controlled by the pressure in the retaining pipe.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that
what I claim is.
1. The combination with the main reservoir, the engineer's brake valve, the pipe.
connecting the same, the pipe leading from the engineer's brake valve, the train
pipe, the branch pipes, triple valve, auxiliary reservoirs and brake cylinder, of a
retaining pipe communicating with the pipe leading from the main reservoir to the
engineer's brake valve and extending throughout the length of the train, branch
pipes leading therefrom to the exhaust ports of the triple valve, exhaust opening
in such branch pipe, a valve controlled by pressure from the retaining pipe so as
to open or close the exhaust and a suitable valve in the retaining pipe in the engine
for allowing of a supply of air at a desired pressure to the retaining pipe as and
for the purpose specified.
2. The combination with the main reservoir, the engineer's brake valve, the pipe.
connecting the same, the pipe leading from the engineer's brake valve, the train.
pipe, the branch pipes, triple valve, auxiliary reservoirs and brake cylinder, of a
retaining pipe communicating with the pipe leading from the main reservoir to the
engineer's brake valve and extending throughout the length of the train, branch
pipes leading therefrom to the exhaust ports of the triple valve, exhaust opening
in such branch pipe, a valve controlled by pressure from the retaining pipe so as to
open or close the exhaust and a valve provided with a suitable handle and
curvilinear passage way designed to open communication throughout the pipe, and
to close the same and open communication with the forward end of the pipe
and exhaust port of the valve as and for the purpose specified.
3. The combination with the main reservoir, the engineer's brake valve, the pipe
connecting the same, the pipe leading from the engineer's brake valve, the train
pipe, the branch pipes, triple valve, auxiliary reservoirs and brake cylinder, of a
retaining pipe communicating with the pipe leading from the main reservoir to the
engineer's brake valve and extending throughout the length of the train, branch

page_text: pipes leading therefrom to the exhaust ports of the triple valve, exhaust opening
in such branch pipe, a valve controlled by pressure from the retaining pipe so as to
open or close the exhaust and a valve provided with a suitable handle and curvi-
linear passage-way designed to open communication throughout the pipe, and
to close the same and open communication with the forward end of the pipe and.
exhaust port of the valve and a pressure gauge having a pipe communicating with
the retaining pipe and designed to indicate to the engineer the desired pressure
required as and for the purpose specified.
4. The combination with the main reservoir, the engineer's brake valve, the pipe
connecting the same, the pipe leading from the engineer's brake valve, the train
pipe, the branch pipe, triple valve, auxiliary reservoir and brake cylinder, of a
retaining pipe communicating with the pipe leading from the main reservoir to
the engineer's brake valve and extending throughout the length of the train,
branch pipes leading therefrom to the exhaust ports of the triple valve, exhaust
opening in such branch pipe, a valve controlled by pressure from the retaining pipe
so as to open or close the exhaust, a tap between the valve and the air retaining
pipe and a suitable valve in the retaining pipe in the engine for allowing of the
supply of air at a desired pressure to the retaining pipe as and for the purpose
specified.
Dated the 9th day of March 1897.
G. F. REDFERN & Co.,
4, South Street, Finsbury, London, Agents for the Applicant.