IMPROVEMENTS IN THE MEANS AND APPARATUS FOR WORKING " -A communication BRAKES 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 In-
vention of "IMPROVEMENTS IN THE MEANS AND APPARATUS FOR WORKING
" -A communication
BRAKES ON RAILWAY TRAINS BY FLUID PRESSURE.”
from abroad by George Westinghouse, junior, of Pittsburg, Penn-
sylvania, in the United States of America.
-
Sealed the 16th January 1874, and dated the 25th November 1873.
PROVISIONAL SPECIFICATION left by the said Charles Denton Abel
at the Office of the Commissioners of Patents, with his Petition,
on the 25th November 1873.
I, CHARLES DENTON ABEL, of No. 20, Southampton Buildings,
Chancery Lane, in the County of Middlesex, do hereby declare the
nature of the said Invention for "IMPROVEMENTS IN THE MEANS AND
APPARATUS FOR WORKING BRAKES ON RAILWAY TRAINS BY FLUID PRESSURE," to
be as follows:-
This Invention relates to improvements in apparatus for working
brakes on railway trains of the kind described in the Specifications of

page_text: .
Patents granted to the said George Westinghouse, junior, dated
respectively the 15th September 1871, No. 2436, the 10th October 1871,
No. 2484, the 24th February 1872, No. 595, the 28th March 1872,
No. 933, the 24th April 1872, No. 1226, the 4th June 1872,
No. 1691, and the 4th July 1872, No. 2018, and of Patents granted to
me (being communications from the said George Westinghouse, junior),
dated respectively the 11th August 1870, No. 2235, and the 13th
May 1873, No. 1735.
In the Specifications of these Patents were described apparatus for
working the brakes of railway trains by means of fluid pressure
transmitted along the train by a pipe or pipes extending from a
reservoir on the locomotive, or in other suitable position, such fluid
pressure being made to act in a cylinder under each carriage on a
piston connected to the brake levers, so as to apply the brakes when
desired. There was also described an arrangement of auxiliary
reservoirs on the separate carriages, such reservoirs being connected
with the communicating pipes and the brake cylinders by means of
valve devices acting in such manner that while the pressure was
maintained in the communicating pipes the brakes were off; but when
the pressure in the communicating pipes was more or less relieved the
brakes were applied with greater or less force.
One part of the present Invention relates to the arrangement of the
connections and construction of the valves employed in this system of
operating. In order that this part of the present improvements may
be more clearly understood it may be assumed that one communicating
pipe extends along the train, joined from carriage to carriage by
couplings, such as have been described in the Specifications above
referred to. This pipe is provided at each end of the carriage with a
stop cock, so that it may be entirely closed when the carriage is
detached from the train. It has also near each end of the carriage a
branch pipe with a valve or cock, that can be opened by passengers in
case of emergency, operating by a cord or other pull extending through
the compartments; the opening of such cock or valve having the effect
of relieving the pressure in the pipe, and thereby causing the brakes to
be applied. In like manner a cock or valve on the pipe is connected
to safety tripping apparatus, such as was described in the Specifications
above referred to, so that in case of the carriage becoming detached
from the train or running off the rails the brakes are automatically
U

page_text: applied by relieving the pressure in the pipe. Also the pipe should in
its lowest part be provided with a drip, which may be a stop cock that
can be opened for the purpose of running off moisture collected in the
pipe. The pipe thus arranged under each carriage has a branch com-
municating with a triple valve box, to be presently described, which
communicates by pipes with the auxiliary reservoir and brake cylinder.
In the branch between the communicating pipe and this triple valve
box is a stop cock or shut-off valve, which can be closed in case of
accident to the brake apparatus of the carriage, so as to leave the
pipe itself in condition for communicating the working pressure to
other carriages of the train.
The triple valve box just referred to is of a kind such as was described
in the Specification of the Patent granted to me dated the 13th May
1873, No. 1735; but in lieu of the flexible diaphragm of caoutchouc,
leather, or other analogous material therein described, it is provided
with a flexible metallic diaphragm consisting of a disc of elastic sheet
metal, which may have circular corrugations; the outer edge of which
disc is secured between the flange on the upper face of the valve box
and the flange of the valve box cover with rings of yielding packing
to make the joint air tight, the flanges being made to act as stops to
the stroke of the diaphragm. The cover of the valve box is secured
to the box itself by screwing down nuts upon eye bolts mounted on
pins on the under side of the flange. The bolts are made to project
a little beyond the nuts, and their points are somewhat swelled, like
rivets, after the nuts have been placed upon them, so as to prevent the
nuts from ever coming off even if they should be loosened by vibration.
When it is desired to remove the cover of the valve box the nuts are
slackened sufficiently to allow the bolts to be folded outwards on the
pins on which they turn so as to leave the flange of, the cover free. In
order to allow of this folding out of the bolts, the holes through which
they pass in the flanges of the valve box and its cover are slotted out to
the periphery of these flanges.
The internal arrangement of the valve box is in many respects similar
to that described in the Specification last referred to, with certain
modifications, rendering the construction more simple and substantial.
One of these modifications is the metallic diaphragm already mentioned,
another is in the form and position of the lower or escape valve, and of

page_text: When there is a considerable increase of pressure in the pipe leading
to the brake cylinder, such as there would be in applying the brakes,
the plunger is caused to rise so as to close the escape aperture, but
when the pressure in the pipe is only a little increased, as would occur
in the case of a leakage from the communicating pipe of the carriage
in the case cited above, this increase of pressure not being sufficient to
overcome the weight of the plunger, the aperture of the casing remains
open, and the excess of fluid is allowed to leak out.
In the Specifications referred to above were described means of con-
necting the pistons of the brake cylinders to the brake blocks, in such
manner as to equalise the strain on the several wheels and to provide for
the slack occasioned by the wear of the brakes and the yielding of the
connections.
One part of the present Invention relates to the arrangement of the
brake blocks, one on each side of each of the wheels, and the con-
nections to them of the rods operated as previously described, the object
of the improvements being to secure strength and simplicity in these
connections and a firmer grip of the brakes on the wheels without
subjecting the latter to strain in the bearings of their axles. For this
purpose each of the wheels has on each side of it, that is to say, towards
the front and towards the rear of the train, a brake block hung by a
link from the framing of the carriage. The two front blocks are con-
nected together by a truss or triangular framing somewhat like the
principal of a roof laid on its side, and the two rear blocks are similarly
connected, and the apex of each of those trusses is jointed to the brako
lever, the one to a point in the lever above the other. The lever itself
stands vertically, midway between the wheels, and as nearly as possible
in the vertical line passing through the axle of the pair of wheels; and
in order that it may clear this axle and have room to play it is made
with a bend so that its lower part to which the brake trusses are con-
nected comes immediately below the axle, while its upper part to which
the brake rod is connected comes above the axle. To support and guide
this lever it has mounted on its upper end a roller which can run in a
horizontal slot in a bracket attached to the framing of the carriage,
which slot may be simply formed as a space between the under side of
the framing, and a bar in the shape of an elongated staple attached
thereto.
When by the operation of one of the levers of the brake apparatus

page_text: the brake röd is pulled, the roller at the head of the lever is caused to
run along the slot or in the space within the staple. The two brake
trusses at the lower part of the lever are thus pulled in opposite
directions, the pivot of each serving as a fulcrum on which the lever
tends to turn so as to act on the other; the brake blocks are thus drawn
against the wheels with equal force on both wheels and on either side
of each of them. What is thus effected with respect to the one pair of
wheels of a four-wheeled carriage is effected at the same time with
respect to the other pair by means of the rod which connects them to
the other lever of the brake apparatus, and thus the strain on all the
four wheels and on each side of each wheel is equalised.
For a six-wheeled carriage the brakes with their trusses and guided
levers are arranged in a similar manner, but the brake rods which work
the several truss levers are connected to the brake cylinder in the
following manner:-The two levers worked by the brake piston, as
described in the Specifications above referred to, are connected by a rod
at points, not equally distant from their respective ends, but at distances
so proportioned that the working end of the one lever shall act with
twice the force of the other. The first-named lever is connected to the
centre of a pulley, round which passes a short chain attached at its ends
to two of the brake rods, while the last-named lever is connected directly
to the third brake rod. Thus each of the three brake rods is subjected
to the same strain, and consequently each of the three pairs of wheels
has its brakes applied with the same force.
It is obvious that instead of connecting the more powerful lever to
the centre of a pulley, it might be connected to the middle of a sway
beam or equal armed lever, the ends of which would be connected
directly to the two brake rods.
The brake blocks worked as described above are preferably made in two
parts. The one which is the brake block proper that bears against the
wheel and is subject to considerable wear is made to be easily removed from
and fitted to the other, which serves as a bed to receive it, and which is
connected by the truss above described to that on the opposite side of
the carriage, and hung from the carriage frame. This bed is therefore
made with slots, into which are inserted hook-shaped projections from
the brake block, when that block is pushed into its place from outside
of the carriage, and the block is prevented from coming out of its bed

page_text: www.
by turning over it the hook of an Shapeu pia mounta
The blocks are hung by rods from the carriage body in such manner
that when the pressure on the brake piston is relieved they drop away
from the wheels by their own weight.
The construction and arrangement of the brakes and their connections
above set forth permits the use of parts of like forms and dimensions for
the several wheels, so that one of the parts for one wheel may be used
to replace a corresponding part for another of the wheels.
For the brakes of a locomotive having two driving wheels there are
provided on each side of the locomotive a pair of blocks, with their beds
hung between the two wheels, each of the beds on the one side being con.
neeted by a transverse rod to the corresponding bed on the other side of
the locomotive. Above these blocks there is placed on the framing at
cach side of the locomotive a vertical cylinder fitted with a piston, the
rod of which extends downwards, and is connected by links to two cam-
shaped or eccentric segments, mounted one on each of the brakes, and
having their peripheries touching each other. Or the piston rod may be
connected to one such segment, the periphery of which touches a roller
mounted on the other brake. The piston being moved by compressed
fluid or by steam admitted into the cylinder causes these eccentric or
cam-shaped segments to move or roll on each other, or the one such
segment to press against the roller so as to push the brakes asunder, and
thereby cause them to bear against the wheels.
In the Specification of the Patent of the 13th May 1873, No. 1735,
referred to above, was described a modification of the valves employed
in connection with apparatus for working the brakes by vacuum.
Similar modifications are applicable to the improved valve arrange-
ment described above when the brakes are operated by vacuum. Also in
the said Specification was described a form of steam jet or ejector for
creating a partial vacuum for the purpose of operating the brakes.
One part of the present improvements relates to means of obviating
the noise and inconvenience arising from the escape of the steam from
such ejector or from ejectors of other forms. For this purpose the
discharge from the ejector is led by a pipe to the water tank of the

page_text: locomotive, where the steam is condensed; or it is caused to pass through
holes in diaphragms or gratings so as to prevent the noise, and the
steam may be condensed in its passage by a water jet or spray.
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 22nd May 1874.
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 Twenty-fifth day of November, in
the year of our Lord One thousand eight hundred and seventy-three,
in the thirty-seventh year of Her reign, did, for Herself, Her heirs
and successors, 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 thereafter during the term therein expressed, should and
lawfully might make, use, exercise, and vend, within the United
Kingdom of Great Britain and Ireland, the Channel Islands, and Isle of
Man, an Invention for "IMPROVEMENTS IN THE MEANS AND APPARATUS FOR
WORKING BRAKES ON RAILWAY TRAINS BY FLUID PRESSURE," a communi-
cation to me from abroad by George Westinghouse, junior, of Pittsburg.
Pennsylvania, in the United States of America, upon the condition
(amongst others) that I, the said Charles Denton Abel, my executors
or administrators, 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
Seal Patent Office within six calendar months next and immediately
after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Charles Denton Abel, do hereby
declare the nature of the said Invention, and in what manner the

page_text: same is to be performed, to be particularly described and ascertained
in and by the following statement thereof, reference being had to the
accompanying Drawings and to the figures and letters marked thereon,
that is to say:—
This Invention relates to improvements in apparatus for working
brakes on railway trains of the kind described in the Specifications of
Patents granted to the said George Westinghouse, junior, dated respec-
tively the 15th September 1871, No. 2436; the 10th October 1871,
No. 2484; the 24th February 1872, No. 595; the 28th March 1872,
No. 933; the 24th April 1872, No. 1226; the 4th June 1872, No. 1691;
and the 4th July 1872, No. 2018; and of Patents granted to me (being
communications from the said George Westinghouse, junior), dated
respectively the 11th August 1870, No. 2235, and the 13th May 1873,
No. 1735.
In the Specifications of these Patents were described apparatus for
working the brakes of railway trains by means of fluid pressure trans-
mitted along the train by a pipe or pipes extending from a reservoir on
the locomotive or in other suitable position, such fluid pressure being
made to act in a cylinder under each carriage on a piston connected to
the brake levers, so as to apply the brakes when desired. There was
also described an arrangement of auxiliary reservoirs on the separate
carriages, such reservoirs being connected with the communicating pipes
and the brake cylinders by means of valve devices acting in such a
manner that while the pressure was maintained in the communicating
pipes the brakes were off, but when the pressure in the communicating
pipes were more or less relieved the brakes were applied with greater or
less force.
"
One partof the present Invention relates to the arrangement of the
connections and construction of the valves employed in this system of
operating. In order that this part of the present improvements may be
more clearly understood it may be assumed that one communicating
pipe extends along the train, joined from carriage to carriage by
couplings such as have been described in the Specifications above
referred to. This pipe is provided at each end of the carriage with a
stop-cock, so that it may be entirely closed when the carriage is detached
from the train: It has also near each end of the carriage a branch pipe
with a valve or cock that can be opened by passengers in case of

page_text: emergency, operating by a cord or other pull extending through the
compartments, the opening of such cock or valve having the effect of
relieving the pressure in the pipe, and thereby causing the brakes to be
applied. In like manner a cock or valve on the pipe is connected to
safety tripping apparatus, such as was described in the Specifications
above referred to, so that in case of the carriage becoming detached from
the train or running off the rails, the brakes are automatically applied
by relieving the pressure in the pipe. Also, the pipe should in its
lowest part be provided with a drip, which may be a stop-cock that can
be opened for the purpose of running off moisture collected in the pipe.
The pipe thus arranged under each carriage has a branch communicating
with a triple valve box, to be presently described, which communicates
by pipes with the auxiliary reservoir and the brake cylinder. In the
branch between the communicating pipe and this triple valve box is a
stop-cock or shut off valve, which can be closed in case of accident to
the brake apparatus of the carriage, so as to leave the pipe itself in
condition for communicating the working pressure to other carriages of
the train.
The triple valve box just referred to is of a kind such as was described
in the Specification of the Patent granted to me dated the 13th May
1873, No. 1735, but in lieu of the flexible diaphragm of caoutchouc,
leather, or other analogous material therein described it is provided with
a flexible metallic diaphragm consisting of a disc of elastic sheet metal,
which may have circular corrugations, the outer edge of which disc is
secured between the flange on the upper face of the valve box and the
flange of the valve box cover with rings of yielding packing to make the
joint air tight, the flanges being made to act as stops to the stroke of
the diaphragm. The cover of the valve box is secured to the box itself
by screwing down nuts upon eye bolts mounted on pins on the under
side of the flange. The bolts are made to project a little beyond the
nuts, and their points are somewhat swelled like rivets after the nuts
have been placed upon them, so as to prevent the nuts from ever coming
off, even if they should be loosened by vibration.
When it is desired to remove the cover of the valve box the nuts are
slackened sufficiently to allow the bolts to be folded outwards on the
pins on which they turn so as to leave the flange of the cover free. In
order to allow of this folding out of the bolts the holes through which

page_text: they pass
in the flanges of the valve box and its cover are slotted out to
the periphery of these flanges.
The internal arrangement of the valve box is in
many respects similar
to that described in the Specification last referred to, with certain
modifications rendering the construction more simple and substantial.
One of these modifications is the metallic diaphragm already mentioned.
Another is in the form and position of the lower or escape valve, and of the
passages leading to and from it. This valve is opened for the escape of
fluid from the brake cylinder when the brakes are to be taken off, and
according to the improved arrangement it is made to seat upwards
against the V shaped end of a tube projecting down in the lower part of
the valve box. The interior of this tube communicates with a port in
the valve box leading to the brake cylinder, while outside of the tube is
an annular passage leading to the ports opening to the outer air. When
the valve is seated communication is intercepted between the interior
and exterior of the tube, and thus the brake cylinder is closed against
escape, but when the valve is unseated the fluid under pressure can
escape from the brake cylinder through the interior of the tube past the
face of the unseated valve, and thence by the annular passage outside
the tube to the outer air. The valves employed in this and in the other
parts of the valve box may either be like those described in the last
named Specification, having V shaped circular ribs made to seat against
discs of caoutchouc, leather, or other yielding material of like character,
or they may themselves have such yielding discs made to seat against
fixed V shaped circular ribs, and instead of employing caoutchouc or
leather soft metal may be employed to form such seating.
In the pipe leading from one of the ports of the triple valve box to
the brake cylinder is situated an escape valve for the purpose of pre-
venting the brakes from being applied in case of the passage of a small
quantity of compressed fluid from the auxiliary reservoir to the brake
cylinder.
When a carriage is detached, and when the cocks on its length of
communicating pipe are closed, there may happen to be a leakage from
that length of communicating pipe, in which case there would be a
reduction of pressure on the one side of the diaphragm in the triple
valve box. The pressure of fluid already stored in the auxiliary reservoir
would then tend to move the diaphragm so as to allow fluid to pass into

page_text: the brake cylinder, and thereby cause the brakes to be put on. The
escape valve prevents this from occurring; it consists of a plunger of
some weight fitted loosely in a casing, the bottom of which has a small
aperture to the pipe connecting the brake cylinder to the triple valve
box. The upper part of the casing has a small opening to the outer air,
and forms a seat for the upper end of the plunger, which is provided
with a V shaped rib.
When there is a considerable increase of pressure in the pipe
leading to the brake cylinder, such as there would be in applying
the brakes, the plunger is caused to rise so as to close the escape
aperture, but when the pressure in the pipe is only a little in-
creased, as would occur in the case of a leakage from the communi-
cating pipe of the carriage cited above, this increase of pressure not
being sufficient to overcome the weight of the plunger, the aperture of
the casing remains open, and the excess of fluid is allowed to leak out.
In the Specifications referred to above were described means of con-
necting the pistons of the brake cylinders to the brake blocks in such
manner as to equalize the strain on the several wheels and to provide
for the slack occasioned by the wear of the brakes and the yielding of
the connections.
One part of the present Invention relates to the arrangement of the
brake blocks, one on each side of each of the wheels and the connections
to them of the rods, operated as previously described, the object of the
improvements being to secure strength and simplicity in these con-
nections and a firmer grip of the brakes on the wheels without subjecting
the latter to strain in the bearings of their axles. For this purpose each
of the wheels has on each side of it, that is to say, towards the front and
towards the rear of the train, a brake block hung by a link from the
framing of the carriage. The two front blocks are connected together
by a truss or triangular framing somewhat like the principal of a roof
laid on its side, and the two rear blocks are similarly connected, and
the apex of each of these trusses is jointed to the brake lever, the one
to a point in the lever above the other. The lever itself stands vertically
midway between the wheels and as nearly as possible in the vertical line
passing through the axle of the pair of wheels, and in order that it may
clear this axle and have room to play it is made with a bend, so that its
lower part to which the brake trusses are connected comes immediately
below the axle, while its upper part, to which the brake rod is connected,

page_text: comes above the axle. To support and guide this lever it has mounted
on its upper end a roller, which can run in a horizontal slot in a bracket
attached to the framing of the carriage, which slot may be simply
formed as a space between the under side of the framing, and a bar in
the shape of an elongated staple attached thereto.
When by the operation of one of the levers of the brake apparatus
the brake rod is pulled the roller at the head of the lever is caused to
run along the slot or in the space within the staple, the two brake
trusses at the lower part of the lever are thus pulled in opposite
directions, the pivot of each serving as a fulcrum on which the lever
tends to turn, so as to act on the other. The brake blocks are thus
drawn against the wheels, with equal force on both wheels and on
either side of each of them. What is thus effected with respect to the one
pair of wheels of a four-wheeled carriage is effected at the same time with
respect to the other pair by means of the rod which connects them to
the other lever of the brake apparatus, and thus the strain on all the
four wheels and on each side of each wheel is equalized.
For a six-wheeled carriage the brakes with their trusses and guided
levers are arranged in a similar manner, but the brake rods which work
the several truss levers are connected to the brake cylinder in the
following manner:-The two levers worked by the brake piston as
described in the Specifications above referred to are connected by a rod
at points not equally distant from their respective ends, but at distances
so proportioned that the working end of the one lever shall act with
twice the force of the other. The first-named lever is connected to the
centre of a pulley, round which passes a short chain attached at its ends
to two of the brake rods, while the last-named lever is connected directly
to the third brake rod. Thus each of the three brake rods is subjected
to the same strain, and consequently each of the three pairs of wheels
has its brakes applied with the same force.
It is obvious that instead of connecting the more powerful lever to the
centre of a pulley it might be connected to the middle of a sway beam
or equal-armed lever, the ends of which would be connected directly to
the two brake rods.
The brake blocks worked as described above are preferably made in
two parts, the one which is the brake block proper, that bears against

page_text: the wheel, and is subject to considerable wear, is made to be easily
removed from and fitted to the other, which serves as a bed to receive it,
and which is connected by the truss above described to that on the
opposite side of the carriage, and hung from the carriage frame. This
bed is therefore made with slots, into which are inserted hook-shaped
projections from the brake block when that block is pushed into its
place from outside of the carriage, and the block is prevented from
coming out of its bed by turning over it the hook of an L shaped pin
mounted in the bed. The blocks are hung by rods from the carriage
body in such manner that when the pressure on the brake piston is
relieved they drop away from the wheels by their own weight.
The construction and arrangement of the brakes and their connections
above set forth permits the use of parts of like forms and dimensions for
the several wheels, so that one of the parts for one wheel may be used to
replace a corresponding part for another of the wheels.
For the brakes of a locomotive having two driving wheels there are
provided on each side of the locomotive a pair of blocks with their beds
hung between the two wheels, each of the beds on the one side being
connected by a transverse rod to the corresponding bed on the other side
of the locomotive. Above these blocks there is placed on the framing
at each side of the locomotive a vertical cylinder fitted with a piston,
the rod of which extends downwards, and is connected by links to two
cam-shaped or eccentric segments mounted one on each of the brakes,
and having their peripheries touching each other, or the piston rod may
be connected to one such segment, the periphery of which touches a
roller mounted on the other brake. The piston being moved by com-
pressed fluid or by steam admitted into the cylinder causes these
eccentric or cam-shaped segments to move or roll on each other, or the
one such segment to press against the roller, so as to push the brakes
asunder, and thereby cause them to bear against the wheels.
In the Specification of the Patent of the 13th May 1873, No. 1735,
referred to above, was described a modification of the valves employed
in connection with apparatus for working the brakes by vacuum.
Similar modifications are applicable to the improved valve arrange-
ment described above when the brakes are operated by vacuum. Also
in the said Specification was described a form of steam jet or ejector for
creating a partial vacuum for the purpose of operating the brakes.

page_text: One part of the present improvements relates to means of obviating
the noise and inconvenience arising from the escape of the steam from
such ejector, or from ejectors of other forms. For this purpose the
discharge from the ejector is led by a pipe to the water tank of the
locomotive where the steam is condensed, or it is caused to pass through
holes in diaphragms or gratings so as to prevent the noise, and the
Fig. 1, Sheet I., represents a longitudinal section, Fig. 2 a plan, and
Fig. 3 a transverse section of the under framing of a four-wheeled
railway carriage fitted with brake apparatus arranged according to this
Invention.
Fig. 4, Sheet I., is a part back view, Fig. 5 a part side view, and
Fig. 6 a part plan of one of the brake blocks and parts connected to it
drawn to an enlarged scale.
Figs. 7, 8, and 9, Sheet II., represent respectively a longitudinal
section, a plan, and a transverse section of the under framing of a six-
wheeled carriage with the apparatus adapted to the three pairs of
wheels..
Fig. 10, Sheet III., is a section of the modified triple valve box above
referred to, and the escape valve connected therewith.
Fig. 11 is a side view, and Fig. 12 a plan of the triple valve box,
Fig. 13 being a plan of its cover.
Fig. 14, Sheet IV., is a side view of the brake cylinder and gear for a
pair of locomotive driving wheels; Fig. 15 is a vertical section shewing
the front or back view of the said cylinder and gear; and Fig. 16 is a
front or back view of one of the beds for the brake blocks and its
hangor.
In Fig. 2, Sheet I., and Fig. 8, Sheet II., B is the pipe communicating
throughout the train, having in any convenient place, as at B¹, a drip
cup and stop-cock, which can be opened to run off water that may
collect in the pipe. At or near each end of the carriage the pipe B is
provided with a stop-cock B², whereby it can be closed at either end, and
also a branch b, provided with a valve or stop-cock, which can be opened
by a cord from one or more of the compartments of the carriage for the

page_text: purpose of relieving the pipe B of pressure, and thereby causing the
brakes to be applied, as will hereafter be described, in case of accident.
The pipe B communicates by a branch r with the triple valve box V,
and in this branch there is a stop-cock B³, which can be closed when the
brake apparatus is out of order. The triple valve box V is connected by
a branch with the auxiliary reservoir R, and by a branch with the
brake cylinder C, in the course of which branch there is a leak or escape
valve B. The construction of the triple valve box V and of the leak or
escape valve B' is shewn by the Figures drawn to an enlarged scale on
Sheet III: The triple valve box has three ports, V₁ communicating
by the branch with the main pipe B, V³, (made in duplicate, so that
either can be used, according as the valve box is placed in relation to
the auxiliary reservoir R, the other being plugged) communicating by
the branch with the auxiliary reservoir R, and V' communicating by
the branch with the brake cylinder C.
The cover W is secured to the casing W by eye bolts a, mounted on
pins, a passed through lugs a¹, so that they can, on slackening the
nuts a³, be turned out of the notches of the cover, which can then be
removed, giving access to the valve box for cleaning or adjusting.
To prevent the nuts a² from being shaken off by vibration or being
entirely screwed off and lost, the ends of the bolts a may be burred over
or upset, leaving freedom for the unscrewing of the nuts sufficiently to
allow the withdrawal of the bolts from the notches.
D is a flexible annular diaphragm, preferably of elastic sheet metal.
Its outer edge is held between the valve case and its cover, preferably
between caoutchouc or other yielding packing rings d, d¹. Its inner
edge is clamped between a collar and washer of a compound nut e, the
clamping faces being slightly sloped, so as to pinch the diaphragm at the
edge of its eye. The case and cover are made with sloping faces W³, W₁,
between which the diaphragm D has freedom of play, and which present
stops or rests for it at the extreme of its stroke in either direction.
The part of the diaphragm within W³, W¼, may be annularly corru-
gated to give greater flexibility.
The compound nut e is fitted to slide on a central stem w, which is
free to move a certain distance longitudinally, and which near its one
end carries a valve w³, secured on it by a nut w³, and made with a

page_text: 20
V shaped annular rib that can seat on the face of the nut e. At its
other end the stem w has the form of a taper plug of curved profile
entering a port o, and has a seating s of soft metal, which can seat on an
annular V rib surrounding the port o. Part of the stem w is flatted on
the sides, so as to afford passages x, x, to ports c, c, through the side of
the nute; or instead of being flatted it might be reduced in diameter
for a like portion of its length. It is also slotted, and a cross bar e is
passed through the slot, and held at its ends in the nut e. From the
cross bar e³ a rod e¹ extends along a hole in the stem w, so as to butt
against the stems of a valve s³, which is pressed by a helical spring h,
so that when it is free a soft metal seating s² on its face bears against a
V shaped rib, in which are ports communicating by an annular passage u
with openings U to the outer air. The port V³ communicates by an
annular passage of and ports o' both with the port o, and also by the
annular passage ¹ to the cavity containing the valve ³, through the
stem of which there is a passage us provided to maintain an equilibrium
of pressure on both sides of it.
A helical spring may be introduced between the nut w and the
cover W¹ to keep the valve 8 to its seat, except when it is separated
therefrom by excess of pressure over that in the cavity D' acting on the
diaphragm D.
The escape valve consists of a casing B', in which is placed a
plunger B, having on its upper face a V shaped rib that can seat against
a caoutchouc or other soft ring 6° encircling an opening 6º in the cap of the
valve box 6'. The plunger B is made of such weight that when there
is only a moderate excess of pressure in the pipe 7 over that of the
atmosphere, such as might be caused by leakage into that pipe from the
valve box V the air escapes by the passage round B³, and out at 6%;
but when the pressure in r¹ is considerably and suddenly increased for
the purpose of applying the brakes the plunger B' is lifted up against
the seat b³, closing the escape port 6².
The triple valve box V and escape valve B being arranged as
described in reference to Fig. 2, Sheet I., and Fig. 8, Sheet II., in com-
munication with the pipe B, auxiliary reservoir R, and brake cylinder C
the operation is as follows:-The pipe B being charged with compressed
fluid, the pressure communicated through the branch and port- V¹ acts
the diaphragm D. forcing it to the position shewn in Fig. 10.
on

page_text: +
Sheet III., so as to uncover the passage x, close the valve 8, and open
the valve 2. Fluid under pressure then flows by the passage x and
ports c into the space D³, and thence by the port V* and branch p² to
the auxiliary reservoir R, which it charges. Meanwhile fluid passes
from the brake cylinder C by the branch to the port V³, and thence
by the passages o³, o¹; u¹, and u, and escapes by the ports U, the brake
piston being thus relieved of pressure, and being drawn back by a spring
taking off the brakes. When the pressure on both sides of the
diaphragm D becomes nearly equalized the spring h causes the valve ³
to be seated, and the nut e to seat against the rib of w¹, thereby closing
the passage x without however opening the valve è, which is kept to its
seat by the excess of pressure in the diaphragm chamber. In order to
put on the brakes the pressure in the pipes B is reduced by the opening
of a cock or valve either by the hand of the guard or driver, or in case
of accident, by the automatic tripping apparatus described in the former
Specifications referred to, or by the rupture or disconnection of the pipe,
or by a passenger opening a cock or valve on the branch b. The
pressure on the one side of the diaphragm D being thus relieved the excess
of pressure in D³ moves the diaphragm and the stem w, so as to unseat
the valves, the valves w³, and s³ remaining closed. Fluid under pressure
then flows from the reservoir R to the chamber D³, and thence by the
passages o, o¹, and o³, port V³, and branch ¹ to the brake cylinder C,
where it acts on the piston, and causes the brakes to be put on. In this
operation the rapidity and force with which the brakes are applied are
governed by the area of the passage afforded for the fluid at o in its
course from the reservoir to the cylinder. Thus when the pressure on
the one side of the diaphragm is reduced considerably below that sub.
sisting in the chamber D² a large portion of the taper end of the stem w
being in that case withdrawn from o leaves a large passage there,
causing the brakes to be applied with considerable rapidity and force.
When, on the other hand, there is only a moderate excess of pressure in
D³, the passage o being to a great extent intercepted by the taper plug,
the brakes are applied more gently.
When a carriage is detached, and the cocks B closed, there may be a
leakage from the pipe B, which by reducing the pressure therein would
have the effect of applying the brakes when not desired.
The escape valve B4 obviates this inconvenience in the following
manner: Assuming that there is a leakage in the pipe B gradually

page_text: reducing the pressure on the one side of the diaphragm, so as to cause.
the valve s to be slightly raised from its seat. A small quantity of fluid
will then flow from the reservoir R into the branch r², tending to raise
the pressure therein. Such excess of fluid will however escape by
the passages of the valve box B', the pressure being insufficient to close
the plunger B against its upper seat. The arrangement of the brake
cylinder C with its spring for retracting the brakes and its ratchet
apparatus for taking up slack, as well as the connection of the brake
piston through the connected levers A, A³, to the brake rods A¹ are
substantially the same as those described in the former Specifications
with the modifications shewn in Figs. 7 and 8, Sheet II., to render the
arrangement suitable for a six-wheeled carriage. In this case the
levers A, A³, are connected at such points that the brake rod A4 working
the brakes of two pairs of the wheels is acted on by a greater leverage
than the rod for working the brakes of one pair of wheels. This rod A*
is connected to the centre of a pulley a³, round which passes a chain,
and one end of this chain is attached to the lever of one of the pairs of
brakes, the other end being connected by the rod A¹ to the lever of the
other pair. By this arrangement the strain on the several brakes is
equalized.
The improved arrangement of the brakes with their levers and con-
necting parts is shewn in Figs. 1, 2, and 3 of Sheet I., and in Figs. 7, 8,
and 9 of Sheet II., portions being shewn in detail to an enlarged scale
in Figs. 4, 5, and 6 of Sheet I. The brake rod A¹ takes hold of a
lever A³, which is bent, so that it can work clear of the axle. On its
upper end is a roller a free to run in a staple bracket a¹ secured to the
carriage frame.
The lower part of the lever A³ is at two points connected by diagonal
ties G to the beds D of the brake blocks, which beds are connected by
cross ties D¹. It will be seen that when the rod A¹ is pulled the lever A³
is canted, so as to cause the brake blocks on both sides of each wheel to
press equally thereon, the movement of the lever A² being guided by its
roller a running in the slot of the bracket a¹. This arrangement permits
of the respective parts being made alike in dimensions, so that one can
replace another without trouble in adjustment.
The apparatus for working the brakes of a pair of locomotive driving
wheels is shewn in Figs. 14, 15, and 16 of Sheet IV. C is one of two
.

page_text: brake cylinders placed vertically one on each side of the locomotive.
Its piston rod C¹ is connected by links E¹ to two segments E, which have
the centres of their curvature at s¹, but are pivotted eccentrically at s
upon the beds D of the brake blocks. These beds are hung by bent
bars D¹ pinned to the lower parts of the beds at D², and each of the
bars D' at the one side of the locomotive is connected to the corre
sponding bar on the other side of the locomotive by a stretching bolt D³.
The brake blocks are adjusted to the wheels by set screws d. When
steam or compressed air or fluid is admitted to the cylinders Ċ under
their pistons the ascent of the pistons by raising the eccentric seg-
ments E causes the brakes to be pressed against the wheels, the
stretching bolts D³ preventing any lateral movement due to the taper
of the wheel tread. When the pistons are relieved from pressure their
weight with that of the parts connected to them causes the brakes to be
taken off.
Although the arrangement of the brake levers and of their con-
nections to the brake blocks shewn in the Figures of Sheets I. and II.
has been described above in relation to a system of operating by fluid
pressure, it is obvious that a like arrangement is applicable when the
brakes are worked by other means, as for example, by the ordinary hand
screw gear, the construction and arrangement of the levers A², diagonal
ties G, and stretching bars D' in connection with the brakes D remaining
the same, whether the brake rods A¹ be moved by the action of a piston
or by other means.
It is also obvious that the arrangement shewn in the Figures of
Sheet IV. of eccentric segments in connection with a pair of brakes and
their hangers might be employed, when the rod C₁ instead of being
moved by a piston acted on by fluid pressure is moved by other means.
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 would have it understood that no claim is
intended to be made to such portions of the apparatus herein described
as correspond with portions described in the previous Specifications
referred to, which nevertheless it has been necessary to describe in order
that the manner of performing the present Invention might be more
fully understood, but I claim in respect of apparatus for working brakes
'on seilwow traing

page_text: First. The improvements in the construction of the triple valve box,
substantially as herein described in reference to Figs. 10, 11, 12, and 13
of Sheet III., such improvements consisting in the method of securing
the cover, in the use of a flexible metallic diaphragm having limited
play between the sloping faces of the valve box and its cover, and in the
construction and arrangement of the valves, and the passages to.and
from it.
Second. The use of a loaded valve for permitting the escape of fluid
leaking into the pipe of the brake cylinder, except when such pipe is
charged sufficiently to cause the brakes to be applied, substantially as
herein described.
Third. The combination of the triple valve box V, the escape valve B*,
the communicating pipes B, and their branches, stop-cocks, and drip-
cock B¹, with the auxiliary reservoir R and brake cylinder C, as herein
described and shewn in the Figures on Sheets I., II., and III. of the
accompanying Drawings.
Fourth. The combination of the guided brake levers A³ with the
diagonal and cross ties G and D¹ and the brake beds D, arranged and
operating substantially as herein described in reference to the Figures on
Sheets I. and II. of the accompanying Drawings.
Fifth. The method, substantially as herein described in reference to
the Figures in Sheet IV. of the accompanying Drawings, of working a
pair of brakes by means of eccentric segments connected to the brakes
and to a vertically moving rod.
In witness whereof, I, the said Charles Denton Abel, have hereunto
set my hand and seal, this Nineteenth day of May, in the year of
our Lord One thousand eight hundred and seventy-four.
CHAS. D. ABEL. (L.S.)
CHAS. D. ABEL. (L.S.)