IMPROVEMENTS IN THE MEANS AND APPARATUS FOR WORKING BRAKES AND COMMUNICATING SIGNALS ON RAILWAY TRAINS BY FLUID PRESSURE
Year: 1873

page_text: LETTERS PATENT to Charles Denton Abel, of No. 20, Southampton
Buildings, Chancery Lane, in the County of Middlesex, for the.
Invention of "IMPROVEMENTS IN THE MEANS AND APPARATUS FOR WORKING
BRAKES AND COMMUNICATING SIGNALS ON RAILWAY TRAINS BY FLUID
PRESSURE." A communication from abroad by George Westinghouse,
iunior of Pittsburg. Pennsylvania, in the United States of America.
PROVISIONAL SPECIFICATION left by the said Charles Denton Abel
at the Office of the Commissioners of Patents, with his Petition,
on the 13th May 1873.
I, CHARLES DENTON ABEL, of No. 20, Southampton Buildings, Chancery
Lane, in the County of Middlesex, do hereby declaro the nature of the
said Invention for "IMPROVEMENTS IN THE MEANS AND APPARATUS FOR WORKING
BRAKES AND COMMUNICATING SIGNALS ON RAILWAY TRAINS BY FLUID PRESSURE,"
to be as follows:-
This Invention relates more particularly to the system of apparatus
for working railway brakes and signalling, wherein by means of a
pressure caused by the compression of air, or other gas or fluid, or by
A

page_text: the exhaustion of air or other fluid, power is transmitted from the
pressure producing or compressing or exhausting apparatus, directly or
indirectly, through brake pipes to brake cylinders, or to signalling
apparatus or to both provided on the carriages, such system in many
of its leading features being that referred to in the Specification of a
Patent granted to the said C. D. Abel, dated the 11th August 1870,
No. 2235, being a communication from the said George Westinghouse,
junior, and in the Specifications of Patents granted to the said George
Westinghouse, junior, on the 15th September 1871, No. 2436; on the 10th
October 1871, No. 2684; on the 24th February 1872, No. 595; on the
28th March 1872, No. 933; on the 24th April 1872, No. 1226; on the
4th June 1872, No. 1691; and on the 4th July 1872, No. 2018.
The first part of the present improvements relates to the valves,
valve stems and steam exhaust ports of the small auxiliary engine
employed for working the valves of the pumping engine, described in its
main features in the Specification above referred to of the 11th August
1870, No. 2235, certain modifications in the details of which were
described in the Specification above referred to, of the 24th February
1872, No. 595.
This part of the present improvements will be readily understood on
reference to accompanying Sheet I. of Drawings, in which Fig. 1
represents the end view of the head of the main cylinder of the
pumping engine; Fig. 2 is a vertical section through the axial line of
the auxiliary cylinder, and through the valve chamber at right angles
with the axial line of the valve, and down through the base block which 2
constitutes the upper head of the main cylinder shown in Fig. 1; Fig. 3.
is a sectional view through x- -x, Fig. 2; Fig. 4 is a horizontal sectional
view through x³-x¹, of Fig. 3%; Fig. 5 is a plan on the top of the
auxiliary cylinder; Fig. 6 is an end view; and Fig. 7 a plan of the case
which constitutes the seat of the rotary valve; Fig. 8 is an end view
from the smaller end of the conical rotary valve; Fig. 9 is a view in
perspective of the valve stem; and Fig. 10 is a view in perspective of
the rocking spindle and arms by which the movement of the valve is
effected.
The auxiliary cylinder A, the valve box A', the base block A' (such 3
base block constituting the head on the main cylinder of the pumping
engine) are substantially of the same construction, relative arrangement,
and operation, as were described in the Specifications above referred to,

page_text: as also are the piston B with its stem and eye B', valve stem b, knob b',
and shoulder 68. The valve a and its seat C are also made substantially as
described in the Specification last named, with the steam port a' along its
periphery, the exhaust ports a³ on the opposite sides of the valve and the
oil groove a³ on its lower side, the port for admitting steam from the steam
groove a¹ to the auxiliary cylinder A, and also for exhausting the steam
from said auxiliary cylinder to the ports a² of the valve a as indicated
by dotted lines in Fig. 2. The exhaust ports a' lead from each exhaust
port a of the valve to the main exhaust of the engine or elsewhere.
The valve stem d on which is arranged the rotating valve a, and also the
rocking arm C' (Fig. 10) has a collar d¹ on which the valve a bears.
Then the steam that leaks from the chamber B³ (Fig. 4) past the valve
will so far counterbalance the steam pressure on the other end of the
valve a, that the latter while working closely on its seat will not wedge
in so tightly as to occasion excessive friction. In order that the collar d'
may perform this function, the opposite end of the stem d is passed
through a stuffing box in the case A' or cap A³. The rocking arm C'
carries a fixed sleeve C³ which passes through the valve a and also
dowel pins c and c³, by which it is connected with the valve a (Fig. 4)
50 as to impart the desired rotary rocking motion thereto. On to one of
theso pins c is slipped the eye bs made in the upper end of the stem b
with a slot long enough to allow play of the pin c in its rotary motion.
The up-and-down motion of the main stem 6 imparted to it from the
main piston or piston stem, as described in the specification last named,
gives reciprocating rotary motion to the valve a so as to bring the
steam port or groove a¹ alternately in communication with the receiving
ports which communicate with the auxiliary cylinder A, and also so as to
bring the exhaust ports a³ on the sides of the valve a into communi-
cation with the exhaust ports which lead from the auxiliary cylinder.
Steam is admitted into the chamber B2 by any suitable steam port B³.
In some cases where the steam is allowed to press on the upper end of
the stem 6 such pressure has been found sufficient to force the stem
down before the main piston in its downward stroke strikes the knob b'.
To remedy this defect part of the stem 6 is made of less size as at e, and
this part e is surrounded by a bush c¹put on in halves which is supported
against the downward pressure of the steam by resting on the shoulder
of the base block A. In this way the effective downward pressure of
the steam on the upper end of the stem is reduced so far that the valve a
A 2

page_text: is not liable to be reversed thereby. The friction of the packing in the
stuffing nut of the valve stem d on the stem also co-operates in securing
this useful result.
The apparatus thus far described is designed to be employed in con-
nection with and as a part of the pumping engine for compressing air
or other gas, or applying pressure through the medium of any suitable
fluid under such conditions that the pressure so produced may be
applied directly or indirectly to the brakes of a railway train. Where
a compressible gas or fluid is employed as the means of communicating
power the same is compressed into one or more reservoirs suitably
arranged at any desired point or points on the train, preferably on the
locomotive. From such reservoir one or more pipes extend back under
the carriages of the train as shown in Figs. 11, 12, and 11ª, 12ª,
(Sheets X. and XI.).
Figs. 11 and 11ª shew a side elevation of two carriages of a train fitted
up with the further improvements herein-after to be described; Figs. 12
and 12" shew a plan of the lower framing of these carriages; and Fig. 13,
Sheet XI., is a like plan of the lower framing of a single carriage
showing a portion of the said apparatus in a modified form. In these
Figures D, D, is a double line of pipes, which extend back from the
reservoir through the train, and are coupled together between the cars
by suitable couplings D³, herein-after to be described; and D' is a third
line of pipe also extending through the train, which is likewise coupled
from carriage to carriage by suitable couplings, as indicated at D.
The next part of this Invention relates to the construction of the
couplings D, a longitudinal section of which is shewn in Fig. 14,
Sheet I., to an enlarged scale. This coupling is of the class described in
the Specifications of the Patents dated the 11th August 1870, No. 2235,
and 4th June 1872, No. 1691, consisting of a male and female part,
cach part containing a valve, which automatically unscats the opposite
valve when coupled, and is automatically seated by the fluid pressure in
the pipes when uncoupled. E is the outer shell of the female part of
the coupling, and E¹ the corresponding part of the male coupling. In
the female part E is inserted a ring e, which forms a scat e for the
valve E. The inside of its forward end is made conical or tapering, as
shown. The rubber packing ring e' is arranged inside of the conical
end of the ring e², and between it and the shoulder of the ring e³, which
is caused to bear against the inner or opposite face of the said packing

page_text: ring by means of a screw ring eª. The male part E³ of the coupling is
secured into the base picce E', also with a valve scat e³, like that already
described. When the parts are united, as shown in the Drawing, the
flexible packing ring e effectually closes the joint when the fluid
pressure is applied through the pipes and couplings.
The next part of this Invention relates to the coupling D³ (Fig. 12,
Sheet X.), the construction of which is shown in the enlarged section,
Fig. 15, Sheet II., and an end view, Fig. 16, of half. Each half F has
a male part and a female part f¹ arranged for coupling together, as
described in the Specification last referred to. The joints of the male
and female parts are packed by packing rings in cach female part
similar to that shown at e (Fig. 14). This packing ring is made from
flexible elastic tubing of an internal diameter somewhat less than that
of the male part of the coupling, so that it shall not only cover, but be
drawn tightly thereon. Spring hooks f are also employed with tho
couplings (Fig. 15) arranged diagonally opposite cach other, one on
cach half of the coupling. For convenience in uncoupling these hooks
are disengaged by means of small levers f³ mounted on the couplings
with their shorter arms under the springs, so that by depressing their
longer arms the spring hooks are disengaged, and the couplings can be
separated. The operator, in disengaging the coupling, can grasp the
lever and couplings at the same time. The shorter arms of the levers
are scated in recesses made in the coupling shells, and the springs pass
over these arms through slots in the levers. The springs ƒ are held in
place and in self-locking position by means of clamping rings, as indi-
cated at f
In the Specifications of the Patents granted to the said George
Westinghouse, junior, dated the 10th October 1871, No. 2684, and the
24th February 1872, No. 595, was described an auxiliary reservoir to be
attached to cach carriage, in which compressed air or other fluid is
stored ready for use when required for applying brakes and communi-
cating signals cither by hand or automatically in case of accident. Such
a reservoir is indicated at R, Figs. 11, 11º, and 12, 12ª. In the said
Specifications was also described a brake cylinder attached to cach car,
as indicated at R' in the said Figures. In connection with such
auxiliary reservoirs and brake cylinders there was also described a
system of valves suitable for controlling or directing the flow of the
compressed fluid as might be desired.

page_text: the construction of valve devices, and cocks for this purpose.
Fig. 17 (Sheet II.) represents a vertical section of an improved
triple valve; Fig. 18 shows the same in a modified form.
Fig. 19, Sheet IV., is a longitudinal section of an improved double-
ended check valve.
Figs. 20 and 20ª (Sheet III.) represent a section and plan of an
improved two-way cock, and Figs. 21 and 21° show a section and plan
of an improved three-way cock. In Fig. 17 G represents a valve case
having an upper valve chamber G', into which ports G and G³ open,
port H¹. The valve stem g,
is
and a lower chamber H having an air
having a limited range of motion, carries a valve g', which can seat on
to close the port between G and H. A moveable valve scat
arranged on the stem g with an annular V shaped rib on its lower face.
The valve g¹ is held to its scat by a spring g'. A flexible diaphragm n
divides the chamber G¹ into two parts. The outer edge of this diaphragm
is compressed between a ring n² and a shoulder in the valve case, and
the inner edge of the diaphragm around the stem is held by a compound
nut n², which nut is free to move vertically on the stem g, and has on
its upper face a packing ring, so as to make a tight joint when brought
against the annular rib of the valve g³. The stem g through a part of
its length is reduced in size as at n³, and also slotted, as indicated in
Fig. 18", so as to give an annular passage i between the stem g and
the nut n. From the passage i a series of ports lead into the lower
part of the chamber G' through the nut n². Through the slot 12³ in the
stem ga cross bar n is passed having its ends fixed in the nut n². A
pin o extends down through the stem g into the chamber H. A
spring bears against the conical valve h¹, arranged so as to open and
close the escape ports h³. The stem ³ of this valve has wings by which
the valve is guided to move vertically. A conical plug o' is attached to
the lower end of the stem g, so as to enter the port o², which connects
the chambers G¹ and H, and this plug o¹ is of such a shape as to graduato
the size of the opening of the port o³ according as it is raised more or
less by the upward movement of the stem g. If air or gas or other gas
or fluid under pressure be admitted by the port G it will cause the
compound nut n² (which with its diaphragm n constitutes mechanically
a piston) to be depressed to the position shown. The fluid will then

page_text: pass as indicated by the arrows from the upper part of the chamber G'
along the annular passage i through the ports into the lower part of
the chamber G¹, and out of the port G³, connection with the lower
chamber H being closed by the valve 9', which is held to its scat by the
spring 9. This downward motion of the diaphragm n and nut n³ causes
the cross bar to press against the upper end of the pin o, which acting
on the stem h³ depresses the valve h', and thus uncovers the exhaust
ports, and establishes a communication through the port H' with the
external atmosphere. When the pressures on the upper and lower sides
of the diaphragm n become equal, or nearly so, the spring h, acting
through the valve h¹, stem n³, pin o, and cross bar 2, will cause the
nut n³ to slide upward on the stem g, and cut off communication through
the annular passage i, and will scat the valve h¹, so as to close the
escape ports h. Then if the pressure above the diaphragm » be reduced
the pressure of the fluid, acting back through the port G³ on the under
side of the diaphragm n, will raise the nut against the valve seat g³,
compress the spring 9', and by raising the stem g vertically will lift the
valve g¹ from its seat g², and open communication from the chamber G₁
with the port H. The fluid will then be free to pass through the
port o, and out at the port H'. The area of the opening through the
port of is regulated by the distance which the plug o' is caused to move
upwards. Hence if the pressure be reduced but slightly at G² the plug o'
will be raised but a short distance, and a small amount of fluid will pass
through and out at the port H¹. When the equilibrium is thereby
restored in the chamber G¹ the valve g' will resume its scat, and close
the communication. If the pressure in the upper part of the chamber G¹
be materially increased the lower valve h' will be unseated, as already
described, and an open communication be made from H' to the external
atmosphere through h². By the use of this taper plug o' in the manner
described, and by regulating, as can be done by means of cocks yet to
be described, the amount or force of the pressure in the upper and lower
parts of the chamber G', the amount of power brought to bear in the
application of the brakes through the port H' can be easily regulated at

page_text: H, with the brake cylinder R'. The fluid under pressure being
admitted at G, the auxiliary reservoir R will be charged by the port G³,
and the valve being kept open there will be only atmospheric pressure
in the brake cylinder R', but if the pressure be lowered at the port G*
the port o² will be open, and the escape port h² will be closed, and the
compressed fluid in the auxiliary reservoir will pass through the port G³
by the port of through the port H¹ to the brake cylinder, and apply the
brakes with any desired power. The pressure being increased at the
port G the valve g¹ will be rescated, the valve will be depressed from
its scat, the fluid from the brake cylinder will pass out at the ports H' and
and the brakes will be off. A similar triple valve arrangement in a
modified form is shown in Fig. 18, Sheet II., where corresponding letters
indicate corresponding parts to those described in reference to Fig. 17.
In this case the fluid passes through the upper part of the chamber G¹
to its lower part through a series of ports n made in the nut n², which
ports are opened and closed by means of valves n°. The lower nut n³ is
attached to the stem so that the two move together. The operation of
this modified arrangement in connection with the brake pipes and
cylinders may be readily understood from the Drawings and previous
description.
Fig. 19, Sheet IV., represents a double-ended check valve with
relief ports for permitting the escape of any air which may leak in; K² is
a lateral port opening from the valve case between the valves. The
valve L' is made to seat either way by means of annular V shaped ribs
against suitable packing discs 1, and by means of wings, or in other
suitable manner openings are made through the valves outside of their
seats for the passage of fluid when they are unseated. A small stem k
fastened to the valve L' extends into a borc at one end of the valve
case L. The size of the stem and bore are relatively such that when
in the position shewn a small annular passage will be left between them
for the escape of any fluid that may leak into the port K, but when
fluid under pressure is admitted into the port K it throws the valve L'over
to its opposite seat, and the stem will then by its larger part close the
bore, and thus prevent the escape of the air at that point. In ordinary
use connection is made from the brake pipes D (Figs. 11, 11, 12, and
12ª, Sheets X. & XI.) to the port K', and by means of suitable pipes
from the port H', Fig. 17, to the port K, and through the port K² to the
brake cylinder R' (Figs. 11 & 12); then if the pressure be applied

page_text: through K', the valve L will be thrown to the position shown, and the
brake cylinder will be charged with compressed air through the port K³
Fig. 19. The valves just described may be combined with the other
parts of the brake apparatus in many ways. The arrangement shown in
Figs. 11, 11, 12, 12", is in many respects preferable. By this arrange-
ment two distinct modes of operation are provided.
According to the first mode the brakes are applied by compressed
fluid admitted from the main reservoir by one or both the pipes D
(Figs. 11, 11, and 12, 12ª), directly through the pipes r, r, ports K',
and K², of Fig. 19 (arranged at L Fig. 12) and by the pipe 2 to the
brake cylinder R'. By turning a three-way cock on the locomotive or
by otherwise allowing the fluid to escape it passes out from the brake
cylinder by the same pipes and ports as those by which it. entered,
and the brakes are thereby released. This mode of operation is
substantially the same as that described in the Specification above
referred to.
According to the other mode of operation the triple valve arrange-
ment, Fig. 17, is placed at G (Fig. 12); a branch pipe s leads from the
pipe D', to the port G of G; a pipe s leads from the port G³ of G to
the auxiliary reservoir R; a pipe leads from the port H of G to the
port K of Fig. 19 (L, Fig. 12), and a pipe 2 from the port K² of
L to the brake cylinder R'. Now by admitting fluid pressure from the
pipe D through the triple valve G as already described, the auxiliary
reservoir R will be charged and the brake cylinder being. in com-
munication with the open ports of G will be free from all but
atmospheric pressure and the brakes will be off. By allowing the air
to escape from the pipe D' through the pipe s the position of the triple
valve of Fig. 17 at G will be so changed in the manner already
described that communication through the port o², Fig. 17, will be
opened from the auxiliary reservoir R by the pipe s³ (Fig. 12) to the
port G (Fig. 17), with which it connects, thence through the now
open port o² and port H³, and by pipe (Fig. 12) connected
therewith to the port K (Fig. 19 of L, Fig. 12), thence by
port K of Fig. 19 through the pipe (Fig. 12) to the brake
cylinder R¹ thereby applying the brakes, and by again allowing the
compressed fluid to flow into the triple valve G as already described
the port o, Fig. 17 will be closed, the escape port 2 will be opened,
"

page_text: and the fluid will then pass out of the brake cylinder R¹ by the pipe k³,
(Fig. 12), K2 (Fig. 19), K, k³, (Fig. 12), H' (Fig. 17), and out at
the port h, and the brakes will then be off. Thus provision is made
for operating the brakes in two different ways and by two different sets
of apparatus which in their action are entirely independent of each
other, and either of which may be employed in case of accident to the
other, or so much of either as does not come in the same line of
communication. This function of operating and releasing the brakes
by two independent sets of apparatus in their main points similar to
the construction herein-before described has been attained by apparatus
described in the Specification above referred to, but the improved.
apparatus now described is believed to accomplish the end in view
more perfectly, and also by the use of the pipe D' and the parts acting
between it and the reservoir R and the brake cylinder R' a new result is
attained viz., the power of applying the brakes with a force which may 1
vary from a fractional part of a pound pressure up to the maximum
force which a maximum attainable pressure is capable of applying.
The pipes D' and 8 are fitted with cocks N of improved construction
shewn to an enlarged scale in section and plan in Figs. 20 and 20ª.
The peculiarity of this cock consists in the fact that instead of its 2
plug N being held to its seat by means of a nut or key it is so kept
thereto by the pressure of fluid in the pipe. The plug N' is inserted
under a cap N³ with a spring N to keep the plug to its seat when no
fluid pressure is on it. When the pipe is charged the fluid will leak
up around or between the larger end of the plug and its case, or may ?
be permitted to pass up freely through a small groove n. The wrench
or handle for turning the plug is applied at the other end. The
cocks N, shown in Fig. 12, at or near the ends of the pipe D' on cach
carriage are for the purpose of closing the rear end of the pipe D¹ upon
the last carriage so as to prevent the escape of fluid, and also to retain 3
compressed fluid in the pipe D' when the carriage is detached without
applying the brakes. The cock N as arranged in the pipe s is for
the purpose of cutting off communication between the pipe D' and the
braking apparatus of any one carriage in case of accident to the braking
apparatus of such carriage so as to prevent its being used in the one a
set without interfering with the use of the said pipe D' for com-
municating the fluid pressure to the braking apparatus of other
carriages on the train.

page_text: In connection with the pipe D' is employed a three-way cock, shown
in section and plan in Figs. 21 and 21º. This cock is arranged
preferably on the locomotive within reach of the driver. The pipe I
is connected with the main reservoir of the locomotive. The pipe
I' communicates with the pipe D', Fig. 12, and the pipe I' is open to
the atmosphere. The plug Is is held to its scat by the pressure of fluid
in the pipe I' as described with reference to the plug N' Fig. 20. On
the pipe leading from I', Fig. 21, to D', Fig. 12, a communication is
made leading to a pressure gauge to indicate the pressure in the pipes,
so that the driver may regulate the pressure according as he may
desire to apply the brakes with greater or less force or release them
entirely.
In the Specifications above referred to was described a tripping
apparatus by means of which when a carriage leaves the track or meets
with other like accident the brakes are automatically applied and a
signal is communicated to the driver or guard.
The next part of this Invention relates to apparatus for this purpose.
The tripping apparatus is attached to the carriage frame at any suitable
point as D' in Fig. 12, and is of substantially the same construction as
described in the previous Specification, but instead of turning an ordinary
cock and thereby admitting air from the pipe D' to the brake cylinder R',
as described in those Specifications, it acts on a valve which with its box
and connections is arranged at D' in Fig. 12. The tripping apparatus
is shown in elevation and section in Fig. 22, and the valve lever with its
valve case and connections are shown in section in Fig. 23. By
means of an ordinary T connection, communication is established from
pipe D', Fig. 12, to the valve box, Fig. 23, by the port M; a side port M'
leads from this valve box by a cross pipe m, Fig. 12, to an opening into
one of the brake pipes D, and this cross pipe is provided with an ordinary
check valve to prevent the backward flow of fluid from the pipe D to the
pipe D'. In Fig. 23, the valve chamber M² is made in the line of com-
munication between the ports M and M'. This valve chamber contains
a valve m' which can seat on suitable packing discs above and below,
and can thereby close communication either way. The valve m¹ has a
stem entering a socket in a larger stem m³ which can be moved up and
down by a bent lever m'. The stem m³, where it passes through the cap
of the valve box, is packed by a collar held down on packing discs m³.
The socket in the stem m³ is of such depth as in its ordinary position to

page_text: allow the valve m' to rest on its lower seat, and thereby to prevent out-
flow from the pipe D' to D, Fig. 12, but if the pipe D' should burst,
and the check valve in the cross pipe m, Fig. 12, become inoperative,
the communicating pipe D may be employed for braking purposes; the
pressure then acting from the pipe D through the pipe m (Fig. 12), and
through the port M' (Fig. 23), will come against the lower face of the
valve m and close it against its upper seat, and thereby prevent waste
.of fluid.
If a carriage leaves the track the tripping apparatus of Fig. 22 will
release the stem M³, which urged by its spring will engage the lever m
(Fig. 23), and thereby depress the stem m³ and shift the valve m' from
its seat; the compressed fluid is then free to flow from the pipe D'
(Fig. 12), through the port M (Fig. 23), and out by the port M' and
cross pipe m (Fig. 12) into the brake pipe D, and forward to the
driver or backward to the guard, where it will give alarm signals as
described in the Specifications above-named; also the fluid escaping
from D' to the pipe D reduces the pressure in the former pipe and in
the upper part of the valve chamber G' (Fig. 17) with which it is con-
nected, and thereby applies the brakes in the manner already set forth
so as to stop the carriages to which the brakes may be applied. When
the tripping apparatus has been reset the brakes can be let off by again
increasing the pressure in the pipe D' which will cause the fluid to
escape from the brake cylinders as described above; or the brakes may
be released by admitting the compressed fluid into the brake pipe D so
as to shift the valve L' (Fig. 19) to the position shown, and the fluid
from the brake cylinders and reservoirs leak out through the bore in the
end of the valve case L round the stem A.
The tripping and safety apparatus described may be arranged at D',
Fig. 13. The port M¹ then leads to the external air. From the port M
a pipe leads around to and communicates with the upper part of the
triple valve of Fig. 17, shown at G. The fluid being thus allowed to
escape in case of accident from the upper port of G, communication will
be opened from R to R', and the brakes will be applied.
As an improved device for communicating the signals last referred to,
I make use of a four-way cock of the construction shown in plan and
section at Figs. 24 and 24. The plug J has the required ports for the
four-way cock, the port J¹ communicates with the main reservoir, and
the port J is a discharge port to the external atmosphere. The port J³

page_text: communicates with the brake pipe D, Fig. 12.
When the plug J closes
communication between the several ports, J', J, and J³, a fourth port J*
is open to a whistle or other suitable alarm or indicator at J³; then
when the compressed fluid is allowed to flow into the pipes D it will
pass through the port J and give the alarm desired, but when the
plug J is shifted from the position shown the port J will be closed so as
to prevent the alarm being given while ordinary braking is being done.
The alarm is intended for use solely while the brakes are off, and in case
of accident while the train is running.
The plug J made with two ports as at N³, Fig. 20, or with three as
at J' in Fig. 21, or with any desired number of through way ports for
use in braking may be combined by a port J' with a whistle or other
suitable alarm for the purposes set forth.
A cord may be carried from the free end of the lever m (Fig. 23) to
any parts of the carriage accessible to passengers, whereby they will be
enabled to shift the valve m¹ (Fig. 23) and apply the brakes.
The plug J (Fig. 24) is held to its scat by pressure applied to its
larger end, but to prevent too great a pressure thereon its stem is
extended through the valve box.
In Fig. 13 is shown a modified arrangement of the pipes and
connecting ports for communicating signals and applying brakes.
D, D' represent two lines of pipe with cocks N near cach end, either of
which pipes may be used for applying the brakes in the manner
explained with reference to the pipe D', Fig. 12. These pipes in Fig. 13
have each a side branch & which leads into the ports of a double check
valve L of the construction described with reference to Fig. 19, but not
having borc and stem . The middle port of the check valve L leads
through the cock N to the triple valve G (see Fig. 17) from the middle
port G³, of which a pipe leads to the auxiliary reservoir R, and from the
third port H of which a pipe leads to the brake cylinder R'. Either
pipe D' may be employed for applying the brakes, the check valve L pre-
venting the flow of fluid therefrom to the other pipe D', which latter pipe
may be used for signalling by means of a valve device and connections
shown in Fig. 25, Sheet V., which is a vertical section, Fig. 26 which is a
5 horizontal section, Fig. 27 which is a plan of the apparatus, and
Fig. 28 which illustrates its arrangement in connection with a tell-
tale semaphore on the carriage.

page_text: From the pipe D¹ (Fig. 13), preferably near the end of the carriage, a
branch S extends backward and makes communication with the ports S¹
of the valve case, shown in Figs. 25 to 28, and which resembles that
described in the Specifications above referred to. These ports com-
municate with each other through the valve chamber S, in which is a
double check valve which can seat outwardly against the opposite sides,
so that if fluid be admitted from either port S₁ communication with the
opposite port and pipe will be closed. These valves are attached to the
same stem. A rotating stem S' is bifurcated at the lower end, and the
forks extend into the space S³ between the valves, so that by the partial
rotation of the stem S' its forks will be caused to bear against the backs
of the valves, and keep them off both their seats, thus establishing a
through communication between the two pipes D'. The compressed air
will then pass through the chamber S from the pipe D', which is
charged, to the pipe D', which is not charged, and flowing along the latter
pipe toward the driver or guard, or both, will give an alarm or signal in
the manner already explained. The stem S* is rotated by means of the
crank S³, to which may be attached any suitable device for operating the
same, which crank if moved either way will bring the valves away from
their seats.
Fig. 27 shews a construction arranged in the partition between two
compartments with a "pull" extending both ways, so that from either
compartment a push or pull will apply the brakes and give the signal.
When such apparatus is arranged at the end of the carriage, a cord from
the arm S³ may extend through any of the compartments, and the pull
may be connected with a tell-tale semaphore S', which will be thrown
out from that compartment by the turning of the crank arm S³. For
this purpose, a double eccentric S7 attached to the stem S', or forming
a part of the crank S³ operates whichever way the crank S' may move
against the tripping bar S³, so as to disengage it from its catch, and the
semaphore connected therewith by the arm S will then be free to fall
out, as shown by the dotted lines in Fig. 28.
Any suitable semaphore for indicating the particular compartment in
which the cord may be pulled may be arranged in connection with the
cord. One construction of such tell-tale apparatus is described in the
Specification of the Patent dated the 24th February 1872, No. 595.
In connection with these pipes D', D', when one is used for braking

page_text: and the other for signalling, the four-way cock and alarm whistle shown
in Fig. 24 may be used in the manner described.
Another part of this Invention relates to the construction of the
ratchet device for taking up the slack caused by the wearing of the
brake blocks or by the yielding of the lovers or rods, the present
apparatus being an improvement on that described in the Specifications
above referred to.
Fig. 29 (Sheet VI.) is a plan, Fig. 30 is a side elevation, and Figs. 31
and 32 are end views to an enlarged scale of the apparatus which is
shown in combination with the brake levers in Figs. 11, 11ª, and
12, 12 (Sheets X. & XI.). To one end of the brake cylinder R' is
affixed the ratchet bar R. A like bar R³ is arranged therewith, the
two passing through a box R' which has pawls v engaging the ratchet.
teeth of the bars R³, R³, and held down by springs o¹. A stem from the
bar R³ extends through an eye v² fixed to the cylinder head, and through
an cyc³ fixed to the piston stem R³. Between the eye v³ and a jamb
nut is a spiral spring. The movement of the ratchet bar R³ backward
or to the right is limited by the shoulder which comes against the eye v².
Outside this eye a series of holes are made, in which are set at suitable
distances stop pins v³, the distance between them being such that the
piston R³ of the brake cylinder will have the motion desired in applying
the brakes, and in coming back will allow the brake blocks to clear the
wheels. The brake levers are connected with the ratchet box R' and
with the piston stem R³, in the manner indicated in Figs. 11, 11ª, and
12, 12. Having first ascertained the length of stroke required in the
piston R³ to apply and release the brakes properly, the outer stop pin v³
is set to permit such length of stroke. By the wearing away of the
brake blocks or the yielding of the levers a longer stroke is rendered
necessary to the piston rod R³, or else the brake blocks must be
readjusted or set up toward the wheels. Such readjustment is effected
automatically by increasing the distance between the points at which
one of the brake levers is pivotted to the piston stem R³, and the other
to the ratchet box R. When there is slack the piston R' has a larger
throw in order to bring the brake blocks against the wheels. The eye v³
is then caused to engage the outer stop pin v³ and throw the ratchet
bar R³ forward to the left. When this increased travel of the piston
becomes equal to the distance from tooth to tooth of the ratchet bar R³, ...
the bar will be drawn forward or to the left until its pawl v passes over

page_text: one tooth. As the piston returns in releasing the brakes the spring
between v² and v will cause the ratchet bar R³ to move backward or to
the right a corresponding distance, and with it the ratchet box R, and
thereby cause the pawl of the ratchet bar R³ to move backward and
engage the next tooth. The ratchet box R' will in this operation be
moved the same distance to the right, and the pivotting point R³ of onc
of the brake levers will be shifted the same distance from the pivotting
of the other lever which is attached to the piston stem R³, and thereby
the brake blocks will be set forward toward the wheels a distance corre-
sponding to the slack.
Another part of this Invention relates to an improved construction of
brake beam, brake holders, brake blocks, and devices for hanging the
same.
Fig. 33, Sheet VI., represents an elevation; Fig. 34, a plan; Fig. 35,
an end view; Fig. 36 represents a section through one of the braces;
and Figs. 37 and 38 represent a block and block holder, and fastening
devices by side and end views. The brake beam is constructed on the
truss principle and consists of one or more tie rods X, and one or more
braces X¹. The tie rods X have heads a let into scats in the outer faces
of the holder X2, from which they cannot be removed laterally. The
braces X¹ may form an arch from one holder X3 to the other, or may be
made in separate pieces either tubular or solid fitted to an interposed
block or arm X³. The brake blocks P are made to slide on to the
holders X and are held in place by hooks p slipped on over the
catches p' on the holders X³, but the hooking slots in p are closed at
their outer ends so that the blocks can be slipped on only so far as may
be necessary. In this position they are held by means of a rotating
hook p attached to the holder X³, which turns down outside of a lug p³
made on the rear face of the block P at or near its outer edge. This
lug p is made midway between the ends of the block so that it may
be reversed and attached to the other holder at the opposite end of the
brake beam, in case one end of it wears away more rapidly than the
other. A recess is made in the holder X in which is placed the
lower end of the hanger P', and such lower end of the hanger is held at
the base of the recess by the lug . The beam has an additional
hanger P³ connecting the truss arch to a spring P³. The brake beam is
so hung that when the brakes are released the beam will by its weight
swing back and carry the blocks clear of the wheels, and the elasticity

page_text: of the spring P³ enables the brake beam while moving in the arc of a
circle towards the wheels to bring the faces of the brake blocks through-
out their entire length fairly against the wheels. To hold the rod or
rods in proper position in case of accident to the holders X2 they are
surrounded with bands P', and inside each band and inside the tie rods
and braces is arranged a block bearing against the tie rods and braces
so that they are tightly clamped against the band P. A clip p' is
passed down laterally over the band and bolted to the block, and from
cach such clip an additional hanger p³ extends to the truck frame.
The description thus far given has reference chiefly to the operation
of railway brakes by means of compressed air, gas, or other fluid; should
a non-compressible fluid be employed an accumulator may be substituted
for the reservoir R, by which means the apparatus can be made to act
substantially as herein-before set forth.
Much of the apparatus described with little or no modification for the
most part may be employed in connection with exhaust apparatus for
applying the brakes by atmospheric pressure, and the next part of this
Invention relates to the construction and operation of an exhaust for
such purpose.
For producing a partial vacuum in brake pipes and a brake cylinder,
a steam jet has been employed. This part of the present improvements
relates to an improved construction of steam jet or exhaust apparatus
which is represented in section in Fig. 39, Sheet VII. The pipe V is
connected to the ordinary brake pipes D, Fig. 12, and the port VI is
connected to the boiler or steam pipe. In the apparatus as used with
an exhaust jet the connections from the brake cylinder R¹ to the brakes
are so reversed from that shown in Fig. 12, that the brakes will be
applied by means of external instead of internal pressure. When it is
desired to apply the brakes the valve u is opened by means of the
lever U, and steam is admitted by the port V₁ into the series of
chambers V2, V3, V, a number of connecting openings being made for
the flow of steam forward from one chamber to the other. From these
chambers the steam escapes in a series of annular jets by the orifices u',
exhausting air from the brake pipes and the brake cylinder with which
they are connected. The back flow of steam and air into the brake
pipe is prevented by a check valve V provided with a stop pin u². To
re-admit air into the brake pipes and brake cylinder and thus release
B

page_text: the brakes the valve U₁ is shifted from its seat so as to uncover the
necessary air ports by means of the lever U.
By the use as described of a series of steam jets which act successively
on the same column of air and so assist cach other, a vacuum more
nearly perfect is secured in the brake cylinder and consequently a
greater atmospheric pressure on the moving piston or cylinder head by
which power is communicated to the brake levers, and for such use the
brake cylinder may consist of an ordinary metallic cylinder open at one
end, or it may consist of a flexible cylinder with metallic heads con-
nected to the brake levers.
A single jet of annular or other form may be used in like manner for
exhausting the air from the brake pipes and brake cylinder, instead of
the series of annular jets above described.
When the brakes are operated by atmospheric pressure, as last described,
the pipes D are connected by a coupling of the construction shewn by
plan, section, and end view, Fig. 40, Sheet VII. Each half of the
coupling is the counterpart of the other, and consists of an outer
shell Y with a diaphragm having a series of ports y for passage of air,
In front of this diaphragm is a ring y¹ with a series of passages y². These
ports are covered and uncovered by means of a sliding piston Y¹, which
when the couplings are united is forced back from its seat by its stem
engaging a corresponding stem in the opposite half of the coupling, and
when the pipes are uncoupled purposely or by accident the ring Y¹ will
be forced forward to its seat by means of the spiral spring Ye, so as to
cover the ports y² and prevent the entrance of air to the brake pipes or
cylinder. The half couplings are packed at the joint by means of
rubber packing rings y³, such that the exhaustion of air from the
coupling will cause them to bear tightly against each other, and thereby
make a tight joint.
In Fig. 41, which shows one half of the double coupling, the same
construction of diaphragm rings, sliding pistons, valves and communi-
cating ports is shown; but with packing rings Y³ formed and secured in
such manner that the couplings may be tight to either with internal
fluid pressure or with external atmospheric pressure.
In Fig. 42, Sheet VIII., is shown a modified form of the triple valve
(Fig. 17) to adapt it for use when operating by exhaust. The port G²
in Fig. 42 is connected with the vacuum brake pipe, the
port G³ with

page_text: the auxiliary reservoir, which in this use of the apparatus becomes a
vacuum chamber, and the port H¹ is connected with the vacuum brake
cylinder. The stem g is slotted as before described, and the cross bar n
passes through the cyc in the upper end of the stem o, and the lower
end of this stem carries the valve h¹.
It will be seen that the valves and valve seats are inverted from the
position they occupied in Figure 17. At the same time the annular port
i affords a communicating passage between the upper and lower parts of
the chamber G¹, when the compound nut n is lifted from its scat.
When in actual use the steam jet exhausts the air through the port G³,
opens the port i, and exhausts the air from the vacuum chamber through
the port G³, the middle valve being at the same time closed and the
valve lifted from its scat. By this means air will be free to flow
through the ports h² and H¹ to the brake cylinder, and the brakes will
be off.
To apply the brakes air is readmitted through the port G2 whereby the
port is closed, the lower valve h¹ is also closed, the middle valve shifted
from its scat, and an open communication thus made from the brake
cylinder by the port H', through the port G³, to the vacuum chamber,
whereby the air is free to flow from the brake cylinder to the vacuum
chamber. The brakes will then be applied and may be released a
already indicated.
In the operation of railway brakes the brake blocks must necessarily
when not in actual use clear the wheels, as a consequence of which when
the brakes are to be applied, the distance that the brake blocks must
travel before they engage the wheels is practically lost motion.
In order that the brake blocks may travel through this distance which
represents lost motion, the piston rod of the brake cylinder may be made
to act by a knuckle joint, so that at the begining of the outward thrust
a rapid motion will be given to the brake levers, but as the brakes engage
the wheels, the knuckle joint, the motion will be slower with a corre-
spondingly increased power.
The next part of this Invention relates to such a knuckle joint
arrangement which is represented in side view in Fig. 43, and in end
view Fig. 44, Sheet VIII. It is connected to a brake cylinder R¹
which may be provided with the ratchet device herein-before described
for taking up slack. The slotted piston stem R³ has attached to it lugs

page_text: Z to which arc pivotted bent levers Z, each of which constitutes one
half of the knuckle joint, the other being represented at Z². The outer
end of the latter is pivotted to the brake levers Z³. On the block Q
which is attached to the piston head are mounted hooks cach one of
which engages the upper end of one of the bent levers Z¹ so that as the
piston stem R³ travels outward, the upper end of the bent lever Z
will be prevented from advancing, while its pivotting point moves
outward, and thereby the knuckle joint formed by Z, Z', and also the
lever Z will be brought to the position indicated by the dotted lines in
Fig. 43. The first part of the motion during which the brake blocks
travel up towards the wheels will be rapid, but as Z' and Z³ come
gradually into line with each other, the lever Z³, and through it the
brake blocks, will receive a slower motion with a power correspondingly
greater. When the brakes are released the reversed hook q' engages
the lateral projection q³ on cach of the bent levers Z', and as the stem
R³ comes back the reversed hook q' shifts the bent lever Z' so as to
cause the knuckle joint to resume the position indicated in the Figure.
The knuckle joint described may be applied to the brake lever or rod of
an ordinary band brake.
In Fig. 45 is shewn a valve arrangement which, being connected
by a port W with the ordinary brake pipe, and by the ports W¹ and W³
with the opposite ends of the brake cylinder, will adapt the apparatus
for use when operating cither by compressed air or other fluid or by
exhaustion of the air. The valve case contains two piston valves w
and w¹ of different are as incross section. The line of passages from W
to Win communication with the pipe from W₁ to the brake cylinder
behind the piston are used in operating brakes by means of internal
fluid pressure and the line of passages from W to W, and thence by
the pipe communication to the brake cylinder in front of the piston aro
used for applying the brakes by exhaustion or by external atmospheric
pressure. If compressed air be employed its pressure on the top of the
larger valve w will thrust the valves downward so as to open the
ports, which lead to the brake cylinder behind the piston and close
the ports w³, which lead to the ports in front of the piston. The valves
will then be in position for the operation of the brakes by such internal
fluid pressure. But if exhausting apparatus be employed the atmo-
spheric pressure between the valves exerting a greater force against the
upper and larger valve w will so shift the valves as to close the ports to
'

page_text: and open the ports 10³, thereby opening communication with the brake
cylinder in front of the piston so as to apply the brakes by exhaustion.
An opening is made to the external air as at. Ws between the valves so
as to supply atmospheric pressure and to shift the valves when a vacuum
is desired in the brake cylinder, and also at the same time supply air to
the brake cylinder behind the piston.
Another part of this Invention relates to means of applying the brakes
by r
means of electro-magnetism. One form of apparatus for this purpose
is shewn in Fig. 47 and 48, Sheet IX., Fig. 47 being a vertical
section and Fig. 48 a sectional plan. A represents a pipe connected
to the auxiliary reservoir; A' Icads to the brake cylinder; and A² is a
discharge pipe. The case or box B has two valve seats B1 and B2 fitted
with conical valves D and D' guided by stem d. Across the box or
case B is mounted a rocking shaft P with arms p jointed to the valve.
stems d. On the shaft P are fixed armatures P¹ of magnets M, which
are connected together, and also to the positive and negative poles of a
battery so as to make a complete circuit. While the circuit is unbroken
the armatures P¹ are held against the clectro-magnets M, and thereby
the valve D will be held upward on its scat so as to close the ports
which lead by the pipe A to the auxiliary reservoir, which is to be
charged with compressed air in the manner already described. At the
same time the valve D' will be held clear of its seat so as to have an
uninterrupted communication for outflow of air from the brake cylinder
through the pipe A' and the discharge A2; the brakes will then be off
and the train in running order. In case the circuit is broken, either
intentionally or by accident, the pressure of the air in the reservoir
acting through the pipe A unseats the valve D, seats the valve D', and
passes by the pipe A¹ to the brake cylinder, and thereby charges the
latter and applies the brakes. By completing the circuit again the
position of the valve D' is reversed and the brakes are let off. Such
apparatus could obviously be arranged so as to apply the brakes by the
closing of the electric circuit, and to release them by breaking the
circuit.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Charles Denton Abel, in the Great Seal Patent
Office on the 17th October 1873.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, CHARLES
DENTON ABEL, 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 Thirteenth day of May, in the year
of our Lord One thousand eight hundred and seventy-three, in the
thirty-sixth year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, the said Charles Denton Abel, Her
special license that I, the said Charles Denton Abel, my executors,
administrators, and assigns, or such others as I, the said Charles
Denton Abel, my executors, administrators, and assigns, should at any
time agree with, and no others, from time to time and at all times there-
after 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 THE MEANS AND APPARATUS FOR WORKING BRAKES AND COM-
MUNICATING SIGNALS ON RAILWAY TRAINS BY FLUID PRESSURE," a communication
to me from abroad by George Westinghouse, junior, of Pittsburg, Penn-
sylvania, in the United States of America, upon the condition (amongst
others) that I, the said Charles Denton Abel, my executors or adminis-
trators, by an instrument in writing under my, or their, or one of their
hands and seals, 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 Scal Patent Office within
six calender months next and immediately after the date of the said
Letters Patent.
NOW KNOW YE, that I, the said Charles Denton Abel, 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 Sheets of Drawings and to the figures and letters marked
thereon, that is to say :-
This Invention relates more particularly to the system of apparatus
for working railway brakes and signalling on railway trains, wherein,

page_text: by means of a pressure caused by the compression of air or other
gas or fluid, or by the exhaustion of air, power is transmitted from
the pressure producing or compressing or exhausting apparatus directly
or indirectly through pipes to brake cylinders, or to signalling apparatus,
or to both provided on the carriages of the train, such system, in many
of its leading features, being that referred to in the Specification of a
Patent granted to the said C. D. Abel, dated the 11th August 1870,
No. 2235, being a communication from the said George Westinghouse,
junior, and in the Specifications of Patents granted to the said Georgo
Westinghouse, junior, on the 15th September 1871, No. 2436, on the
10th October 1871, No. 2084, on the 14th February 1872, No. 595, on
the 28th March 1872, No. 933, on the 24th April 1872, No. 1226, on
the 4th June 1872, No. 1691, and on the 4th July 1872, No. 2018.
The first part of the present improvements relates to the valves,
valve stems, and steam and exhaust ports of the small auxiliary steam
engine employed for working the valves of the pumping engine described
in its main features in the Specification above referred to, of the 11th
August 1870, No. 2235.
This part of the present improvements will be readily understood
on reference to Sheet I. of the accompanying Drawings, where Fig. 1
represents an end view of the head of the main cylinder of the pumping
engine; Fig. 2 is a vertical section through the axis of the auxiliary
cylinder, and through its valve chamber at right angles with the valve
axis; Fig. 3 is a section through x-x of Fig. 2, and Fig. 4 is a
horizontal section through x³-x¹ of Fig. 3; Fig. 5 is a plan of
the auxiliary cylinder; Fig. 6 is an end view, and Fig. 7, a plan
of the case which constitutes the seat of the rotary valve; Fig. 8 is an
end view looking at the smaller end of the rotary valve; Fig. 9 is a
view in perspective of the valve stem, and Fig. 10 is a view in per-
spective of the rocking arm by which the movement of the valve, Fig. 8,
is effected.
The auxiliary cylinder A, the valve box A', the base block A² con-
stituting the head of the main cylinder of the pumping engine are
substantially of the same construction, relative arrangement, and
operation as were described in the Specifications above referred to,
as are also the piston B with its rod and eye B', and the valve rod b
with its knob and shoulder 62. The valve a is also made sub-

page_text: stantially as previously described with the steam port a¹ along its
periphery, the exhaust ports a² on opposite sides, and the oil groove a³
for keeping the valve lubricated. The valve case or scat C, and
the ports for admitting steam to and exhausting the steam from the
cylinder A (indicated by dotted lines in Fig. 2) are like those
previously described. The valve stem d, on which is arranged the
rotating valve a, and also the rocking arm C' (Fig. 10) has a collar d¹
on which the end of the valve a bears. Then the steam that leaks
from the chamber B² (Fig. 3) past the valve will so far counter-
balance the steam pressure on the larger end of the valve that the
valve while working closely on its seat will not wedge in so tightly
as to cause detrimental friction. In order that the collar d may
perform this function the stem d is passed through a stuffing box
in the cap A³. The rocking arm C has a fixed sleeve C2 which
passes through the valve a, and dowel pins c and c¹ entering holes
in the face of the valve. On one of those pins c is slipped the
cyc of the rod b, which eye is slotted to allow the play of the
pin c in its rotary motion. The up-and-down motion of the rod b
imparted to it from the main piston gives reciprocating rotary move-
ment to the valve a so as to bring the steam port or groove a¹
alternately in communication with the receiving ports of the cylinder A,
and also so as to bring the exhaust ports a into communication with
the exhaust ports of A. Steam is supplied to the chamber B³ by a
passage, as B³, from the supply of the main cylinder, and the exhaust
steam from the cylinder A issues by passages at which may communicate
with the exhaust of the main cylinder.
In some cases the steam pressure on the rod badded to the weight
of the rod has been found sufficient to force it down before the main
piston in its downward stroke reaches the knob . To remedy this
defect part of the rod is reduced in size at c, and surrounded by a
bush e made in halves, and supported against the downward pressure
by resting on a shoulder in the base block A. The effective downward
pressure of the steam on the rod is thus reduced, so that the valve a
is not liable to be reversed from this cause, and the friction of the
packing on the stem d co-operates in securing this useful result.
The apparatus thus far described is designed to be employed in
connection with and as part of the pumping engine for compressing
air or other gas, or applying pressure through the medium of any

page_text: suitable fluid under such conditions that the pressure so produced
may be applied directly or indirectly to the brakes of a railway train.
Where a compressible fluid is employed it is compressed into one or
more reservoirs situated preferably on the locomotive. From such
reservoir one or more pipes extend back under the carriages of tho
train, as shown in Figs. 11, 12, and 13 of Sheet III.
Fig. 11 is a side elevation of two carriages fitted with the farther
improvements herein-after to be described; Fig. 12 is a plan of the
lower framing of these carriages, and Fig. 13 is a plan of the lower
framing of a single carriage, shewing a portion of the apparatus in a
modified form. In Figs. 11 and 12, D, D, is a double line of pipes
extending back from the reservoir through the train and connected from
carriage to carriage by couplings D herein-after to be described; and D'
is a third line of pipe also extending back through the train and
connected by couplings D³.
The next part of this Invention relates to the construction of the
couplings D, shewn to an enlarged scale in longitudinal section in
Fig. 14, Sheet I. This coupling, like those previously described,
consists of a male and a female part, each part containing a valve which
automatically unseats the opposite valve when the parts are joined, and
is seated by the pressure in the pipe when the parts are separated. E is
the outer shell of the female part and E₁ is the shell of the male part.
In the female part E is inserted a ring e² which forms a seat for the
valve E, and which in its front part is made conical inside. A
5 caoutchouc packing ring e' is ´placed inside the ring e² and caused to
bear against it by a ring es held by a screwed ring e. The male part Es
of the coupling is screwed into the shell E', presenting at e' a seat for
the other valve. When the two parts are connected, as shown in
Fig. 14, the flexible packing ring e' effectually closes the joint when the
O pipes are charged with fluid under pressure.
The next part of this Invention relates to the coupling D', Fig. 12,
Sheet III., shewn to an enlarged scale in section, in Fig. 15, Sheet I., and
end view, Fig. 16, of half. Each half F has a male part and a female
part f, provided with packing rings arranged inside each female part
5 similar to that shewn at e', Fig. 14. This packing ring is made from
flexible elastic tubing of an internal diameter somewhat less than the
outer diameter of the male part, so that it shall not only cover. but be

page_text: drawn tightly thereon. The spring hooks f³ arranged diagonally
opposite each other, one on each half of the coupling for convenience
of uncoupling, are disengaged by means of small levers f³. The shorter
arms of these levers come under the springs, so that by depressing their
longer arms the hooks are disengaged and the coupling can be separated,
the operator in disengaging being able to grasp the levers and coupling
at the same time. The shorter arms of the lever f³ are seated in
recesses made in the shells of the coupling, and the springs pass over
these arms through slots in the levers. The springs f³ are held in place
by the clamping rings f*.
In the Specifications of Patents, granted to the said George
Westinghouse junior, dated the 10th October 1871, No. 2684, and the
14th February 1872, No. 595, was described an auxiliary reservoir to be
attached to each carriage, in which reservoir compressed air or other
fluid is stored ready for use when required for applying brakes and
communicating signals cither by hand or automatically in case of
accident. Such a reservoir is indicated at R, Figs. 11, 12, and 13. In
the said Specifications was also described a brake cylinder attached to
cach carriage, as indicated at R¹ in the said Figures, and in connection
with the auxiliary reservoirs and brake cylinders was described system
of valves suitable for controlling or directing the flow of the compressed
air or fluid as might be desired.
The next part of the present Invention relates to improvements in
the construction of valve devices and cocks for these purposes.
Fig. 17, Sheet I., represents a vertical section of an improved triple
valve; Fig. 18 shows a modified form of the same.
Fig. 19, is a longitudinal section of an improved double ended check
valvc.
Fig. 20, Sheet II., represents a section and plan of an improved two-
way cock; and Fig. 21 shows a section and plan of an improved three-way
cock. In Fig. 17 G is the valve case, having an upper chamber G¹ into
which open ports G² and G³ and a lower chamber H with port H. A
valve stem g having a limited range of motion carries a valve g¹ which
can scat on g³ to close the passage between G₁ and H. A moveable
valye seat g³ is arranged on the upper part of the stem g with an annular
V shaped rib on its lower face. The valve G is held to its seat by a
spring. A flexible diaphragm n divides the chamber G into two

page_text: parts. The outer end of this diaphragm is held between a ring n¹ and
a shoulder on the valve case, and the inner edge is held by a compound
nut n³ which is free to move vertically on the stem g, and which on its
upper face has a packing ring, so as to make a tight joint when brought
against the annular rib of the valve g³. The stem g (shewn in side view
at Fig. 17) through a part of its length is reduced in size and slotted
at n³, giving a passage i between the stem and the nut n³, and from this
passage ports lead into the lower part of the chamber G¹. Across the
slot n³ in the stem g is a cross bar n', having its ends fixed in the nut nª
and a pin o extending down within the stem g into the chamber H.
In this chamber is a conical valve / pressed upwards by a spring / so
as to close outlet ports and pressed downwards by the pin o from tho
cross bar nº. A conical plug o' is attached to the lower end of the
stem g so as to enter the port o², and this plug is of such shape as to
graduate the area of passage through the port of, according as it is raised
more or less by the upward movement of the stem g. If air or other
fluid under pressure be admitted by the port G³ it will cause the nut n³
(which with the diaphragm » constitutes mechanically a piston) to slide.
down the stem g to the position shown. The fluid will them pass, as
indicated by the arrows, from the upper part of the chamber G³, along
the passage i, and ports ¹, to the lower part of G¹, and out by the
port G³, connection with the chamber H being intercepted by the
valve g', which is held down on its seat by the spring 9' pressing down
its stem g. The descent of the nut n bringing down the cross bar n
pushes down the pin o and thereby depresses the valve h¹ so as to open
the outlet ports /². When the pressures on the upper and lower sides
of the diaphragm n become equal or nearly so the spring / will seat
the valve h¹, so as to close the outlets 2 and raise the nut n³, so as to
intercept the passage i. Then if the pressure above the diaphragm n
be reduced the pressure acting back through the port G³ on the under
side of the diaphragm will raise the nut n against the seating g³,
compress the spring g', and raising the stem g will lift the valve g¹ from
its scat g³ and open communication from G¹ to H, so that the fluid can
pass through o and out at the port H. The area of passage through o'
being regulated by the height to which the plug o¹ is raised, if the
pressure at G³ be only slightly reduced a small amount of fluid will pass
through to H. When the equilibrium. is thereby restored in the
chamber G' the valve g¹ will resume its seat and close the communi
cation to H. If the pressure above the diaphragm n be materially
o

page_text: increased the valve will be unseated and a communication will thus
be opened from H² to the external atmosphere by the outlets /². By
means of the taper plug o' on regulating by means of cocks, yet to be
described, the relative pressures in the upper and lower parts of the
chamber G¹, the amount of power brought to bear in applying the
brakes by means of fluid passing through the port H' can be regulated
as desired.
While the apparatus thus described can be applied in many ways, in
its most ordinary use the port G³ (Fig. 17) is connected with the pipe D
(Fig. 12) leading from the main reservoir, and the port G³ is connected
with the auxiliary reservoir R under each carriage, the port H¹ being
connected to the brake cylinder R'. Fluid under pressure being
admitted to the pipe D will enter the valve box (Fig. 17) by the port G³,
and by the port G³ will pass through and charge the auxiliary reservoir
R, while the valve being kept open there will be only atmospheric
pressure in the brake cylinder R¹. If now the pressure in the pipe D be
lowered the port o³ will be opened, while the outlets will be closed,
and the fluid will pass from the auxiliary reservoir R by the ports G³, o²,
and H¹ to the brake cylinder R¹ where it will act on the piston so as to
apply the brakes with any desired force. On again increasing the pres-
sure in the pipe D, and therefore at G³, the valve g¹ will be reseated, the
valve will be pressed from its seat, the fluid will issue from the brake
cylinder by the ports H' and 2, and the brakes will thus be taken off.
A like triple valve arrangement in a modified form is shown in section
in Fig. 18, Sheet I., where the letters indicate parts corresponding with
those marked by the same letters in Fig. 17. In this case the fluid passes
from the upper to the lower part of the chamber G₁ through ports n³
made in the nut n² provided with a valve n³. The nut 2 is attached to
the stem g, which therefore moves with the diapliragm n. The operation
of this arrangement in connection with the pipes, auxiliary reservoirs,
and brake cylinders may be readily understood from the Drawings, and
the previous description in reference to Fig. 17.
Fig. 19, Sheet I., represents a double-ended check valve with relicf
port for permitting the escape of any fluid that may leak in. K is a
lateral port opening into the space between the valves L' which scat
cither way with their shaped annular ribs against packing discs 1,
being guided by wings, affording passage for fluid when the valve is
unscated. A stem extends from the valve L' into a hole at one end of

page_text: the case L, the size of the stem and hole being relatively such that
when in the position shown a small annular passage is offered between
them for the escape of fluid that may leak into the port K; but when
fluid under pressure is admitted by the port K it throws the valve L' over
to its opposite scat, causing the larger part of the steam to close the
hole, and thus to prevent escape of fluid there. In ordinary use con-
nection is made from the pipes D (Fig. 12) to the port K', and by means
of suitable pipes from the port H' of the valve box, Fig. 17, to the
port K (Fig. 19), and from the port K² (Fig. 19) to the brake cylinder
R' (Fig. 12); then pressure being applied througli K' the valve L' is
seated as shewn in Fig. 19, and the brake cylinder is charged through K³.
The valves shown in Figs. 17, 18, and 19 may be combined with the
other parts of the brake apparatus in many ways. The arrangement
shown in Figs. 11 and 12 is in many respects preferable, providing two
distinct modes of operation.
In the first mode the brakes are applied by compressed fluid admitted
from the main reservoir by one or bother of the pipes D through the
pipes r, r, ports K' and K² of the valve box, Fig. 19, arranged at L,
Fig. 12, and by the pipe to the brake cylinder R'. By turning a
three-way cock on the locomotive, or otherwise allowing the fluid to
escape from the pipes D, or the one of them charged, the fluid passes
from the brake cylinder by the same pipes and ports as those by which
it entered, and the brakes are thereby released. This mode of operation
is substantially the same as that described in the Specifications abovo
referred to.
According to the other mode of operating the valve box, Fig. 17, is
placed at G, Fig. 12, its port G being connected by a pipe s to the
pipe D', and its port G³ being connected by a pipe s to the auxiliary
reservoir R, its port H' being connected by a pipe ³ to the port K of
the valve box, Fig. 19, shewn at L in Fig. 12, while the port K² of the
latter valve box is connected by a pipe to the brake cylinder R¹. On
admitting fluid under pressure from the pipe D' through the valve box G
as already described, the auxiliary reservoir R becomes charged, and the
brake cylinder being in communication with the outlets 2 of G is sub-
ject only to atmospheric pressure, and the brakes are off. By allowing
the fluid to escape from the pipe D₁ through the pipes the valves in G
will be acted on as already described, so that fluid from the auxiliary
reservoir R will enter the brake cylinder R', and cause the brakes to be

page_text: applied, and by again charging the pipe D₁ the brakes will be taken off.
Thus provision is made for operating the brakes in two different ways,
and by two different sets of apparatus, which in their action are inde-
pendent of each other, so that either may be employed in case of accident
to the other, or so much of either as does not come into the same line of
communication. This function of working the brakes by two inde-
pendent sets of apparatus, in their main points similar to the con-
struction herein-before described, was attained by apparatus described
in the former Specifications referred to; but the improved apparatus
now described is believed to accomplish the end in view more perfectly,
and by the use of the pipe D', and the parts acting between it and the
reservoir R and brake cylinder R', a new result is attained, namely, the
power of applying the brakes with a force varying from a gentle pressure
up to the greatest pressure that the apparatus can sustain.
The pipes D' and s are fitted with cocks of improved construction ]
shewn to an enlarged scale in section and plan at Fig. 20, Sheet II.
The peculiarity of this cock consists in the fact that the plug N
instead of being held in its seat by a nut or key is held by the fluid
pressure in the pipe to which it is applied. This plug N is inserted
under a cap N³ with a spring N* to keep the plug to its scat when no 2
fluid pressure is on it. When the pipe is charged the fluid will leak up
around the larger end of the plug or may be permitted to pass up freely
through a small groove n. The wrench or handle for turning the plug
is applied at its smaller end. The cocks N shewn in Fig. 12 near the
ends of the pipe D' on each carriage, are for the purpose of closing the 2
rear end of the pipe D' on the last carriage to prevent the escape of
fluid, and also when so desired to retain compressed fluid in the pipe
D' when the carriage is detached without applying the brakes. The
cock N on the pipe s serves to cut off communication between the pipe
D' and the braking apparatus of any one carriage in case of accident to 3
that apparatus, so that the pipe D¹ may nevertheless be used for
communicating pressure to the apparatus on other carriages of the
train.
In connection with the pipe.D' is employed a three-way cock shewn
in section and plan at Fig. 21, Sheet II. This cock is arranged 3
preferably on the locomotive within reach of the driver. The pipe I of
this cock is connected to the main reservoir on the locomotive, the
branch I' is connected to the pipe D¹ (Fig. 12) and the branch I³ is

page_text: open to the atmosphere. The plug I³ is held to its seat by the fluid
pressure as described with reference to Fig. 20; it has the usual ports of
a three-way cock. On the pipe leaading from I', Fig. 21, to D', Fig. 12
is provided a pressure gauge indicating the pressure in the pipes, so
that the driver may regulate the pressure according as he may desire
to apply the brakes with greater or less force or to release them
that the driver may regulate the pressure according as he may desire
to apply the brakes with greater or less force or to release them
entirely.
In the Specifications above referred to was described a tripping
apparatus by means of which, when a carriage leaves the track or meets
with other like accident, the brakes aro automatically applied and a
signal is communicated to the driver or guard.
The next part of this Invention relates to apparatus for this purpose.
The tripping apparatus is attached to the carriage at any suitable point
as D', Figs. 11 and 12, and is of substantially the same construction as
has been already described, but instead of turning an ordinary cock and
thereby admitting fluid from the pipe D¹ to the brake cylinder R', it is
connected to a valve box arranged at D³, Fig. 12. The tripping apparatus
is shown in section and elevation at Fig. 22, and a section of the valve
box is shewn at Fig. 23, Sheet II. The pipe D¹ Fig. 12 is connected
to the port M of the valve box, Fig. 23, and the port M' of the same is
connected by a pipe m to one of the pipes D, the connecting pipe being
provided with an ordinary check valve to prevent the backward flow of
the fluid from D to D¹. The valve chamber M² (Fig. 23) contains a valve
m made to seat on packing discs, either upwards or downwards, so as to
close communication between M and M'. The stem of the valve m'
projects into a socket in a larger stem m³ which can be moved up or
down by means of the bent lever m². The stem m³ where it passes
through the cap of the valve box is packed by a collar bearing on
a packing disc m³. The socket in m³ is of such depth as in its ordinary
position to allow the valve m¹ to rest on its lower seat and thereby to
prevent flow of fluid from the pipe D' to D (Fig. 12). But if the pipe.
D' should burst and the check valve in m (Fig. 12) become inoperative,
the fluid in the pipe D may be employed for braking, the valve m¹ (Fig.
23) being closed by the pressure against its upper seat so as to prevent
waste of fluid.
If a carriage leaves the track the spring rod M* of the tripping

page_text: it is connected, and thereby depresses the stem m³, shifting the valve
m² from its scat to a position about the middle of the chamber M².
The compressed fluid is then free to flow from the pipe D' (Fig. 12) by
the port M (Fig. 23) past the valve m¹ and through the port M' and
pipe m (Fig. 12) into the pipe D and forward to the position of the
driver, or backward to the position of the guard, at which points it will
give alarm signals as described in the former Specifications. Also by
the escape of fluid from the pipe D' the pressure is reduced in that pipe
and in the upper part of the valve chamber G¹ (Fig. 17), with which it
is connected, and the brakes are thereupon applied as already described
so as to stop the carriages. When the tripping apparatus has been
reset the brakes can be taken off by again increasing the pressure in
the pipe D¹, which will cause the fluid to escape from the brake
cylinders as already set forth. The brakes might also be released
by admitting compressed fluid into the pipe D, which will shift
the valve L' (Fig. 19) to the position shown, and let fluid from
the brake cylinders and auxiliary reservoirs leak out around the
stem k.
The tripping and safety apparatus described may be arranged as at
D', Fig. 13; the port M' (Fig. 23) then opens to the external air;
from the port M a pipe j leads to the upper port of the valve box
Fig. 17, shown at G in Fig. 13. The fluid being thus allowed to escape
in case of accident from the upper part of the valve box G, communi-
cation will be opened from the auxiliary reservoir R to the brake
cylinder R', and the brakes will be applied.
For communicating the signals last referred to there is employed an
improved four-way cock of which a plan and section are shown at
Fig. 24, Sheet II. The port 'J' communicates with the main reservoir,
the port J opens to the air as a discharge port, and J³ communicates
with the pipe D, Fig. 12. When the plug J closes communication
between the several ports J¹, J, and J³; a fourth port J' is open to a
whistle or other suitable alarm at J; then when the compressed fluid is
allowed to flow into the pipes D it will pass by the port J and sound
the alarm; but when the plug J is shifted the port J' is closed, so that no
alarm is given when ordinary braking is being done, the alarmı being
intended for use only when the brakes are off, and in case of accident
while the train is running.

page_text: The plugs of the two-way or three-way cocks shewn in Figs. 20 and 21,
Sheet II., or of cocks with a greater number of ways used for braking
may be combined by a port as J, Fig. 24, with a whistle or other
suitable alarm for the purposes sot forth.
From the lever m', Fig. 23, a cord may be led to any part of the
carriage accessible to passengers, whereby they might be enabled to shift
the valve m' and apply the brakes.
The plug J (Fig. 24) is held to its seat by the pressure acting on its
larger end, but to prevent the pressure from being too great the area of
the plug exposed to the pressure is lessened by extending the stem of
the plug through the cap as shewn.
In the modified arrangement of pipos and apparatus for braking and
signalling shewn in Fig. 13, Sheet III., D', D', indicato two lines of
pipe with cocks N near each end, either of which pipes may be used in
the manner explained with reference to the pipe D' in Fig. 12. The
pipes D', D', (Fig. 13) have each a branch s leading respectively to the
end ports of a valve box L of the kind described in reference to Fig. 19,
Sheet I., but without the stem or the hole for it. The middle port of
L has a branch with a cock N to the valve box G (see Fig. 17) from the
middle port G³ of which a pipe leads to the auxiliary reservoir R, and
from the port H' a pipe leads to the brake cylinder R'. Either of the
pipes D' may be employed for applying the brakes, the check valve .L
preventing the flow of fluid therefrom to the other pipe D', which latter
may be used for signalling by means of a valve device and connections
which will now be described in reference to Fig. 25, Sheet II., which is
a vertical section to Fig. 26, which is a horizontal section to Fig. 27,
which is a plan of the apparatus, and to Fig. 28 which illustrates its
arrangement in connection with a tell-tale semaphore in the carriage.
From each of the pipes D¹ (Fig. 13), preferably near the end of the
carriage, a branch pipe S communicates with each of the ports S¹,
Fig. 25, of the valve box, which resembles that described in previous
Specifications referred to. The ports S¹ open to the chamber S², in
which is a double check valve that can seat at either end, so that fluid
entering by cither of the ports S' will be prevented from escaping by the
other. The two valves are fixed to one stem, a spindle S' is bifurcated
at its lower end and the forks extend into the space between the valves,
one on each side of their stem. By turning the spindle S₁ partly round,

page_text: its forks bearing against the backs of the valves, will keep them from
their seats, and thus establish communication between the two pipes D¹
(Fig. 13). The fluid can then pass from the one of the pipes D' which
is charged to the other which is not charged, and flowing along the
latter will give an alarm or signal to the guard or driver as already
explained. The spindle S is turned by its arm S5 in either direction,
bringing the valves from their seats.
Fig. 27 shows an arrangement of the apparatus at the partition
between two compartments of a carriage, so that by a handle extending
both ways from the arm S5 a push or pull in either compartment will
cause the brakes to be applied and the signal to be given. When the
apparatus is arranged at the end of a carriage, a cord from the arm S
may be led to any of the compartments which may be provided with a
tell-tale semaphore thrown out by the turning of the arm S. For this
purpose a double eccentric arm S7 attached to the spindle S*, or forming
part of the arm 8³, operates whichever way the spindle 8* may be
turned against a tripping bar Se so as to disengage it from a catch. A
semaphore Se connected to the bar Ss by a rod S will on the turning of
the spindle S and the consequent disengagement of the bar S$ fall
outwards as shewn by the dotted lines in Fig. 28. Any suitable
semaphore for indicating the particular compartment in which the cord
is pulled may be arranged in connection with the cord already referred
to. Onc construction of such tell-tale apparatus is described in the
Specification of the Patent dated the 14th February 1872, No. 595. In
connection with the pipes D', D¹, when one is used for braking and the
other for signalling, the four-way cock and alarm whistle shewn at
Fig. 24, Sheet II., may be used in the manner set forth.
Another part of this Invention relates to the ratchet device for taking
up the slack caused by the wearing away of the brake blocks or by the
yielding of the brake levers or rods, the present apparatus being an
improvement on that described in the Specifications above referred to.
Fig. 29, Sheet IV., is a plan; Fig. 30, a side view, and Figs. 31 and
32 are end views to an enlarged scale of the apparatus, which is shewn
in combination with the brake levers in Figs. 11 and 12, Sheet III. To
one end of the brake cylinder R¹ is fixed a ratchet bar R. A like bar
R³ passes with it through a box R', which carries pawls v caused to
engage the teeth of R² and R³ by springs v¹. The stem of the bar R³

page_text: extends forwards through an eye ve fixed to the cylinder cover, and
through an eye v³ fixed to the piston rod R³. Between the cyc v³ and
jamb nuts v' is a spiral spring. The stroke of the bar R³ backwards or
to the right is limited by its shoulder reaching the cyc vs. In front of
this cyc there are in the stem a series of holes, in two of which are set
at suitable distance stop pins v³, their distanco being adjusted so that
the piston rod R' will make the necessary stroke for applying the brakes,
and come back sufficiently for tho brake blocks to clear the wheels.
The brake levers are connected to the pawl box R* and the piston rod R³,
as shewn in Figs. 11 and 12, Sheet III. The outer stop v³ is set so as to
permit the piston rod R to make the necessary stroke for applying and
releasing the brakes. By the wear of the brake blocks or yielding of
the rods and levers a longer stroke is rendered necessary, or the blocks
have to be readjusted and set up towards the wheels. Such readjust-
ment is effected automatically by increasing the distance between the
point at which the one of the brake levers is pivotted to the piston
rod R and that at which the other is pivotted to the pawl box R¹.
When there is slack the rod R³ makes a longer stroke forward, so that
the cye v³ pushes the outer stop v³, and draws the bar R³ forwards.
When this increased travel of the piston becomes equal to the distance
of a ratchet tooth the pawl v will catch into a tooth of R³ farther back.
As the piston returns, releasing the brakes, the bar R³ will be pushed
back by the spring between ² and v³, and will carry back with it the
pawl box R' till the pawl v engages the next tooth backwards of R.
The pawl box R being thus moved a tooth to the right, the pivotting
point R of one of the brake levers becomes so far shifted from the
pivotting point of the other lever on the piston rod R³, and the brake
blocks are thereby set up towards the wheels a distance corresponding
to the slack.
Another part of this Invention relates to an improved construction of
brake beam, brake holders, brake blocks, and devices for hanging the
same.
Fig. 33, Sheet III., represents an elevation; Fig. 34, a plan; and
Fig. 35, an end view. Fig. 36 represents a section through one of the
braces, and Fig. 38 represents side and end views of a block with its
holder and fastening devices. The brake beam is constructed like a
truss, consisting of one or more tie rods X and braces X'. The tic
rods X have heads x let into scats on the outer faces of the holders X* by

page_text: slotted holes (Fig. 38). The braces X¹ may form an arch from onc
holder X to the other, or they may be made in separate lengths cither
solid or tubular, fitted to rest at their outer ends on square scats on the
holders X³, and at their contiguous onds against each other, or against
an interposed piece X³, being supported thereby from the middle of the
tio rods X, as shown in Fig. 34. The brake blocks P are made to slide
on to the holders X², and are held by hooks p slipped into the catch
recesses p', the slots of the hooks p being closed at their outer ends, so
that they can be slipped on no farther than the depth of the slots
permits. When the block is slipped on to the holder it is held by
turning down a cramked spindle p² (held in the holder X²) outside a
lug on the block P, which lug is situated at the middle of the block,
so as to render the blocks reversible and applicable at either end of the
brake beam. The hanging link P¹ holds in a recess 2 formed in the
holder X, and is held therein by the lug p³ of the brake block.
An additional hanger P' supports the middle of the brake beam from a
spring Ps. When the brakes are released the beam will by its own
weight swing back, taking the blocks off the wheels, and the elasticity of
the spring P³ permits the brake blocks to take a fair bearing against the
wheels. To hold the parts in caso of accident they are embraced by
bands P', which are hung by links p' and hangers 2 from the framing

page_text: Fig. 41, Sheet IV., shows half a longitudinal section to an enlarged
scale of a coupling similar to that just described, but having the packing
rings Y3 so formed and held that the joint of the coupling is made tight
by them whether internal or external pressure be applied to work the
apparatus. The couplings shewn in Figs. 40 and 41 are held together
by spring hooks, substantially in the manner described in previous
Specifications.
In Fig. 42, Sheet IV., is shewn a modified form of the valve arrange-
ment described in reference to Fig. 17, Sheet I., whereby it is adapted
for use in operating the brakes by exhaust. Referring to Fig. 42 the
port G is connected to the vacuum brake pipe G³ to the auxiliary
reservoir, which in this case becomes a vacuum chamber and H' to the
vacuum brake cylinder. The stem g (shewn in plan and cross section
at Fig. 42) is slotted as before described. The cross bar n' passes through
an cyc in the upper part of the rod o, which at its lower cnd is attached
to the valve h¹.
It will be seen that the valves and valve scats are inverted from the
position shewn in Fig. 17, and that there is a passage i round the stem g.
When air is exhausted by the port G² the valves g³ and h¹ are opened by
the rising of the diaphragm n and g¹ is closed. The chamber G' being
thus in communication by the passage i with the port G³ air is exhausted
from the auxiliary reservoir, at the same time I being in communi-
cation with the outlets ³ air can flow freely into the brake cylinder, and
the brakes will be off.
To apply the brakes air is admitted by G so that the valves g³ and h¹
are closed and g' is opened, air then flows from the brake cylinder by
H' to the reservoir by G³, and the brakes are applied, and they may again
be released, as described above.
In the operation of railway brakes the brake blocks must necessarily
when not in actual use clear the wheels, as a consequence of which,
when the brakes are to be applied the distance which the blocks must-
travel before they bear on the wheels is practically lost motion. In
order that the brake blocks may travel rapidly through this distance the
piston rod of the brake cylinder may be made to act through a knuckle
joint, so that at the beginning of the outward thrust of the piston a
rapid motion will be given to the brake levers, but as the brakes engage
the wheels a slower motion will be given with correspondingly increased
power.

page_text: The next part of this Invention relates to such a knuckle joint
arrangement which is represented in side view at Fig. 43 and in cnd
view at Fig. 44, Sheet IV. It is connected to a brake cylinder R',
which may
be provided with the ratchet device herein-before described
for taking up slack. The slotted piston rod R³ has attached to it lugs Z
on which are pivotted bent levers Z' jointed to links Z³, which are jointed
to the brake lever Z. On the block Q, which is fixed to the cylinder R',
are projections q, q', which engage the upper ends of the levers Z'.
When the piston rod R³ travels outwards the upper end of Z' is prevented
from advancing, while its fulcrum travels forwards with the piston.
Thus the knuckle joint Z', Z, will be straightened and the lever Z³ pushed
forwards as indicated by the dotted lines in Fig. 43. The first part of
the movement of Z³, while the brake blocks are approaching the wheels,
is thus rendered rapid, but as the links Z', Z³, come gradually in line
with cach other the brake lever and blocks will receive a slower motion,
and the blocks will engage the wheels with a power correspondingly
greater. When the brakes are taken off the back projection q¹ acts on
the end q² of the levers Z' so as to restore the knuckle joint to the
condition indicated in the Figure. The knuckle joint described may be
applied to the lever or rod of an ordinary hand brake.
In Fig. 45, Sheet IV., is shown the section of a valve arrangement
which, being connected by the port W with the ordinary brake pipes
and by the ports W₁and W² with the opposite ends of the brake cylinder,
will adapt the apparatus for operating either by compressed fluid or by
exhaustion of the air. The valve case contains two piston valves 10
and 20 of different areas. When compressed fluid is employed the
pressure on the larger valve w will force the valves down, closing the
passage from W to W which leads to the cylinder in front of the piston,
and opening the passage from W to W which leads to the cylinder
behind the piston. The piston will then be forced out by the pressure
of the fluid communicated through W'; but if the exhaust be employed
the valves w0, 10¹, will be raised by the excess of the atmospheric pressure
on the larger, so as to close the passage from W to W¹, and to open
the passage from W to W. The piston will then be forced out by
the excess of atmospheric pressure behind it over that of the partially
exhausted air in its front. A side opening W³ communicating with the
external air is made between the valves wo and 20¹, so as to communicato
either with W or with W when it is cut off from communication with
L

page_text: :
W, and thereby either to admit air behind the piston when the exhaust
is employed, or to allow escape of air from before the piston when com-
pressed fluid is used.
Another part of this Invention relates to means of applying the brakes
by the agency of electro-magnetism. One form of apparatus for this
purpose is shown in longitudinal section at Fig. 47, and in sectional plan
at Fig. 48, Sheet IV. A is a pipe connected to the auxiliary reservoir
A to the brake cylinder, and A2 is a discharge pipe. Two valves D
and D¹ fitted to the seats B¹, B², have guide stems & jointed to opposite
ends of a lever p fixed on a rocking shaft P. On the outer ends of this
shaft are fixed armatures p' facing electro-magnets M, the coils of which
arc electrically connected to a battery or other source of electrical power
with any known means of breaking or making circuit. While the
circuit is unbroken the armatures p' are held against the magnets M,
closing the valve D and opening D¹, so as to cut off communication
between the brake cylinder and the reservoir, but to open the former to
the external atmosphere. The brakes will then be off, but should the
electrical circuit be broken, either by intention or accident, the arma-
tures p¹ will no longer be attracted to the magnets M; the pressure in
the auxiliary reservoir will then open the valve D, closing the valve D'.
The brake cylinder will thus receive a supply of compressed fluid from
the reservoir, and the brakes will be applied. Such apparatus could
obviously be arranged so that the brakes could be applied on com-
pleting the clectrical circuit, and released by breaking it.
Having thus described the nature of the said Invention, and in what
manner the same is to be performed, as communicated to me by my
foreign correspondent, I claim the following improvements in the means
and apparatus for working brakes and communicating signals on railway
trains by fluid pressure, namely,—
First. Reducing part of the valve rod 6 of the pumping engine, and
surrounding it by a supported bush c', so as to reduce the downward
pressure on the rod, as herein described in reference to Fig. 2, Sheet I.
Second. In the pumping engine above referred to the use of a valve
stem d with collar d', the said stem extending outside the steam chamber
so as to relieve the pressure on the rotary valve a, as herein described in
reference to Figs. 3, 4, and 9, Sheet I.

page_text: Third. In the pipe coupling described in reference to Fig. 14, Sheet I.,
the combination of the clastic packing ring e' with the compressing
rings e³, es, and e, for the purpose of rendering tight the joint of tho
coupling.
Fourth. In the pipe coupling described in reference to Figs. 15
and 16, Sheet I., the use of levers f³ for relcasing the spring hooks.
Fifth. The use of the valve arrangement constructed and acting as
herein described in reference to Figs. 17 and 17º, Sheet I.
Sixth. The use of the modified valve arrangement described in
reference to Fig. 18, Sheet I.
Seventh. The combination with the double check valve described in
reference to Fig. 19, Sheet I., of the stem / working in a hole in the
casc, so as to allow the escape of fluid that may leak into the case.
Eighth. The construction of two-way and three-way cocks in such
manner that their plugs are kept down in their seats by the fluid pres-
sure acting on their larger end, substantially as herein described in
reference to Figs. 20 and 21, Sheet II.
Ninth. The use, in combination with the tripping apparatus shewn in
Fig. 22, Sheet II., of the valve arrangement described in reference to
Fig. 23, Sheet II.
Tenth. The combination with a cock of any required number of ways
of a whistle or alarm for signalling, as herein described in reference to
Fig. 24, Sheet II.
Eleventh. The combination of the valve arrangement with pulls,
whereby passengers can signal and apply the brakes, and with tell-tale
semaphores, as herein described in reference to Figs. 25, 26, 27, and 28,
Sheet II.
Twelfth. The use of ratchet apparatus for taking up slack of the
brakes, constructed and operating substantially as herein described in
reference to Figs. 29, 30, 31, and 32, Sheet IV.
Thirteenth. The construction of the brake beam as a truss, consisting
of ties and braces connected to the block holders, substantially as herein
described in reference to Figs. 33, 34, 35, and 36, Sheet III.

page_text: Fourteenth. The construction and method of fixing together the brake
blocks and holders, substantially as described in reference to Figs. 35
and 38, Sheet III.
Fifteenth. The method of hanging the brake beam so that by the
yielding of the back spring the blocks can take a fair bearing on the 5
wheels, substantially as described in reference to Figs. 33, 34, and 35,
Sheet III.
Sixteenth. The use, for exhausting the brake pipes, of a steam jet
apparatus constructed and operating as described in reference to Fig. 39,
Sheet IV.
Seventeenth. The use, for connecting the brake pipes when worked by
exhaust, of a butt coupling constructed as described in reference to
Fig. 40, Sheet IV.
1
Eighteenth. The use, for connecting the brake pipes when worked
either by pressure or by exhaust, of a butt coupling constructed as 1
described in reference to Fig. 41, Sheet IV.
Nineteenth. The use, for working by exhaust, of the valve arrange-
ment constructed and acting as herein described in reference to Figs. 42
and 42, Sheet IV.
Twentieth. The use, for working the brake lever, of a knuckle joint 2
constructing and operating in the manner and for the purpose set forth
in reference to Figs. 43 and 44, Sheet IV.
Twenty-first. The use, for enabling the brakes to be worked either by
pressure or by exhaust, of the piston valve arrangement with differential
arcas, described in reference to Fig. 15, Sheet IV.
Twenty-second. The use, for operating the brakes, of valve apparatus
worked by electro-magnetism, as herein described in reference to Figs. 47
and 48, Sheet IV.
2
Twenty-third. The arrangement of the pipes for communicating fluid
pressure throughout the train, with their couplings, cocks, and valves, in 3
combination with the auxiliary reservoirs, brake cylinders, and safety and
tripping apparatus, as herein described in reference to Figs. 11 and 12,
Sheet III.
Twenty-fourth. The arrangement of the pipes for communicating fluid
pressure throughout the train, with their couplings, cocks, and valves 3

page_text: in combination with the auxiliary reservoirs, brake cylinders, and safety
and tripping apparatus, as herein described in reference to Fig. 12,
Sheet III.
In witness whereof, I, the said Charles Denton Abel, have hereunto
set my hand and seal, this Seventeenth day of October, in the
year of our Lord One thousand cight hundred and seventy-
three..