IMPROVEMENTS IN APPARATUS FOR RAILWAY BREAKS WORKED BY FLUID PRESSURE
Year: 1878

page_text: LETTERS PATENT to George Westinghouse, junior, of No. 20, Southampton
Buildings, in the County of Middlesex, for the Invention of "IMPROVEMENTS IN
APPARATUS FOR RAILWAY BREAKS WORKED BY FLUID PRESSURE."
PROVISIONAL SPECIFICATION left by the said George Westinghouse at
the Office of the Commissioners of Patents on the 31st October 1878.
GEORGE WESTINGHOUSE, junior, of No. 20, Southampton Buildings, in the
County of Middlesex. "IMPROVEMENTS IN APPARATUS FOR RAILWAY, BREAKS
'WORKED BY FLUID PRESSURE.”
My Invention relates to parts of the apparatus whereby fluid-pressure is applied
to work the breaks of a railway train, the said pressure being communicated by a
pipe or pipes extending along the train, and applied on each break carriage to work
a piston in a cylinder, or to act on a flexible diaphragm, or on the sides of a col-
lapsible vessel so as to give movement to the break levers. For this purpose the
communicating pipe is sometimes charged with air at pressure higher than that of
the atmosphere; sometimes on the other hand the air is partly exhausted, so that
the breaks are worked by the excess of the atmospheric pressure, and sometimes
instead of air, steam, water, or other fluid under pressure is employed as the agent
for communicating the required force to the several sets of break gear throughout
the train. My present improvements which are applicable to these various systems
of operating, consist in certain arrangements whereby I am enabled to adjust the
pressure of the break blocks against the wheels to effect rapid alteration of the
pressure in the communicating pipe for the purpose of applying the breaks without
loss of time, and to connect the pipe from carriage to carriage by means of couplings
provided with valves which close securely the end of the pipe when it is uncoupled.
In order to simplify the description of those arrangements, I will suppose that
the system to which they are applied is that in which the communicating pipe is
charged with compressed air from a main reservoir, and that the pressure acts in a
D

page_text: cylinder on a piston connected to the break levers; but it is to be understood that
with suitable modifications or inversions, similar arrangements are applicable when
the pressure of the atmosphere or of fluid other than air is employed as the working
force. For the purpose of adjusting the pressure in the break cylinder I connect
thereto a reducing valve which I make in differential form, the one side of the
valve consisting of a piston, which in order to avoid friction of packing I make in
the form of a disc with a flexible diaphragm, and the other side being the stem of
the disc made in valve shape to seat on the edge of a hole opening to the outer air.
The disc and its diaphragm being of considerably greater area than the outlet valve,
when subjected to the pressure existing in the break cylinder, would tend to open
the outlet unless some extraneous pressure were applied to the disc to keep the
outlet valve closed. I apply this pressure in several ways according as it is desired
to maintain a constant limit of working pressure, or to cause the pressure to be
automatically varied as the speed of the train varies. In the former case I apply
to the disc a helical spring adjusted by a screw, and the valve then acts as a safety
valve, opening the outlet whenever the pressure in the cylinder exceeds the limit
of force to which the spring is adjusted. For causing automatic variation of the
working pressure I adopt two arrangements. According to the first of these, I
subject the disc and diaphragm in each case, in addition to or instead of the spring
pressure to the pressure of air in a communicating pipe extending throughout the
train, and having branches connecting it to each of the reducing valves. This pipe
is fed by a small supply passage from the main air reservoir, and is provided with
an escape valve.connected to a centrifugal governor which is worked from one of
the running axles of the train. When the axle and governor driven by it are
revolving rapidly the escape valve is kept closed, and there is consequently main-
tained in the pipe a pressure which acts on the several reducing valves so as to
keep their outlets closed, the working pressure in the several break cylinders being.
thus kept at or near its higher limit and the break blocks being pressed strongly
against the wheels. As the train becomes retarded the governor revolving more
slowly exerts less force on the escape valve, which opening more or less;
relieves the pressure in the pipe. The reducing valves having their discs.
and diaphragms now subjected to diminished pressure, open more or less, their
outlets allowing escape of air from the break cylinders and so reducing
the pressure of the breaks against the wheels as the latter revolve more slowly.
According to another arrangement I dispense with the communicating pipe above
described as being controlled by one governor, and I apply on each break carriage
a separate governor acting directly on the reducing valve of that carriage. This
governor is cased in to prevent access of grit, and is driven by a friction drum, which
has a caoutchouc or other yielding periphery pressed against one of the carriage
axles. It is so arranged that when the axle is revolving with considerable velocity
the governor keeps the reducing valve closed, but as the speed of the axle and
governor diminishes, the pressure on the reducing valve resulting from the centri-
fugal force of the governor becomes lessened, and the outlet of the reducing valve
is more or less opened, relieving more or less the pressure in the break cylinder
with which the reducing valve communicates. The stem of the reducing valve
projects through and nearly fits the outlet opening, and has grooves or flattened
parts on its sides, by which the air escapes when the valve is unseated; these
grooves or flats furnishing a comparatively small area of passage, so that when the
reducing valve opens there is no sudden or violent alteration of the working
pressure. For the purpose of applying the breaks according to systems adopted in
many cases the pressure in the pipe extending throughout the train has to be
reduced if the pipe be charged with compressed air, or it has to be increased if the
pipe be partially exhausted. This is usually effected by opening a cock or valve
on the locomotive or in some part of the train; but it takes some time for the
influence of this action to extend throughout the whole length of pipe, and con-
sequently some of the breaks are not applied so rapidly as might be desirable in
cases of emergency. In order to avoid such loss of time I apply at various parts of
:

page_text: the pipes communicating throughout the train, or on some of their couplings,
escape valves of the following description:-Part of the valve casing is bored
cylindrical and fitted with a disc piston having holes through it covered by a valve
held down by a spring. To the stem of the piston is attached a valve covering an
opening to the outer air. The communicating pipe from the main reservoir opens
into the casing on the one side of the piston, and the continuation of the pipe opens
out of the casing from the space on the other side of the piston between it and the
outlet valve. When the pipe is charged with air from the main reservoir the valve
on the piston opens, allowing the air to pass onwards throughout the continuation
of the pipe, the outlet valve being kept closed by the internal pressure.
When on
the other hand the air is allowed to escape from the pipe at its end near the main
reservoir, then the pressure being reduced on the one side of the piston, the excess
of pressure existing in the continuation of the pipe on its other side closes the
piston valve and moves the piston, so as to open the outlet valve, relieving the
pressure in the farther length of pipe. By arranging several of these escape valves
along the train the pressure throughout the whole pipe becomes relieved almost
simultaneously with the opening of the cock or valve at or near its supply end, and
consequently the several breaks throughout the train are almost simultaneously
applied. For the purpose of connecting the communicating pipe from carriage to
carriage I employ a coupling of the following description:-It consists of two
halves, the one half connected by a piece of flexible tube to the length of pipe on
one carriage, and the other in like manner connected to the pipe on another
carriage. The halves being in all respects equal and similar a pair of them is pro-
vided to be coupled together whichever end of the one carriage be presented to the
other. As the pieces of flexible tube when the couplings are connected hang in a
curve between the ends of the carriages I fasten each of them to the half coupling
by a nozzle inclined upwards from the axis of the coupling, so that it is not abruptly
bent when hanging in the curved attitude. Each half coupling has fixed within it
a grating of hemispherical form, presenting segmental openings through it. To this
grating is fitted another grating with corresponding apertures through it, and it is
free to turn partly round on the common axis of the two hemispheres.. A helical
or volute spring on its axis causes it to turn in one direction till it comes against a
stop, in which position the bars of the one grating completely cover the apertures of
the other, the mouth of the coupling being thereby closed. The moveable grating
has projecting from it beyond the mouth of the coupling several studs made with
inclined sides, and each half coupling presenting such studs; when the two halves are
brought together face to face, the inclined sides of the studs of the one bearing against
those of the other cause both gratings to turn partly round on their axes, so that the
openings of the gratings become uncovered, and there is a free passage through both
couplings when they are pressed together. In order to guide the two half
couplings in their act of junction, and to secure them together when joined, I make
each of them with lugs projecting at each side. One of these lugs has a taper
ended stud projecting from it, and the other has a hole through it. In bringing the
halves together the stud of the one passes through the hole of the other, so that
they are guided truly together in one axial line. The stud of each half has a
rounded notch cut in its side, and a spring secured to the other half coupling drops
into this notch when the stud has been thrust through the hole. The two halves
are thus held together by the springs engaging in the notches, but the notches.
being rounded, if any undue strain should come upon the connection the springs
will yield, allowing the half couplings to separate. Both half couplings are pro-
vided with projecting lips of caoutchouc or other suitable packing material, which
being compressed when the halves are pressed together prevent leakage at the
junction.

page_text: -
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said George Westinghouse in the Great Seal Patent Office on the 29th
April 1879.
GEORGE WESTINGHOUSE, junior, of No. 20, Southampton Buildings, in the County
of Middlesex. "IMPROVEMENTS IN APPARATUS FOR RAILWAY BREAKS WORKED BY
FLUID PRESSURE."
My Invention relates to parts of the apparatus whereby fluid pressure is applied
to work the breaks of a railway train, the said pressure being communicated by a
pipe or pipes extending along the train, and applied on each brake carriage to work
a piston in a cylinder or to act on a flexible diaphragm or on the sides of a collap-
sible vessel so as to give movement to the break levers. For this purpose the
communicating pipe is sometimes charged with air at pressure, higher than that of
the atmosphere; sometimes, on the other hand, the air is partly exhausted so that
the breaks are worked by the excess of the atmospheric pressure, and sometimes
instead of air, steam, water, or other fluid under pressure is employed as the agent
for communicating the required force to the several sets of break gear throughout
the train. My present improvements which are applicable to these various systems
of operating consist in certain arrangements whereby I am enabled to adjust the
prof the hook_look_inst_the_wheels_to_effect_the_rapid_alteration_of_
the pressure in the communicating pipe for the purpose of applying the breaks
without loss of time, and to connect the pipe from carriage to carriage by means of
couplings provided with valves which close securely the end of the pipe
when it is uncoupled. In order to simplify the description of those arrangements,
I will suppose that the system to which they are applied is that in which the
communicating pipe is charged with compressed air from a main reservoir, and that
the pressure acts in a cylinder on a piston connected to the break levers; but it is
to be understood that with suitable modifications or inversions, similar arrangements
are applicable when the pressure of the atmosphere or of fluid other than air is
employed as the working force. For the purpose of adjusting the pressure in the
break cylinder I connect thereto a reducing valve which I make in differential
form, the one side of the valve consisting of a piston, which in order to avoid
friction of packing I make in the form of a disc with a flexible diaphragm, and the
other side being the stem of the disc made in valve shape to seat on the edge of a
hole opening to the outer air. The disc and its diaphragm being of considerably
greater area than the outlet valve, when subjected to the pressure existing in the
break cylinder would tend to open the outlet unless some extraneous pressure were
applied to the disc to keep the outlet valve closed. I apply this pressure in several
ways according as it is desired to maintain a constant limit of working pressure or
to cause the pressure to be automatically varied as the speed of the train varies.
In the former case I apply to the disc a helical spring adjusted by a screw, and the
valve then acts as a safety valve opening the outlet whenever the pressure in the
cylinder exceeds the limit of force to which the spring is adjusted. For causing
automatic variation of the working pressure I adopt two arrangements. According
to the first of these I subject the disc and diaphragm in each case, in addition to or
instead of the spring pressure, to the pressure of air in a communicating pipe
extending throughout the train and having branches connecting it to each of the
reducing valves. This pipe is fed by a small supply passage from the main air
reservoir and is provided with an escape valve connected to a centrifugal governor
which is worked from one of the running axles of the train. When the axle and
governor driven by it are revolving rapidly the escape valve is kept closed, and
there is consequently maintained in the pipe a pressure which acts on the several
reducing valves so as to keep their outlets closed, the working pressure in the several
break cylinders being thus kept at or near its higher limit and the break blocks
being pressed strongly against the wheels. As the train becomes retarded, the

page_text: governor revolving more slowly exerts less force on the escape valve, which opening
more or less relieves the pressure in the pipe. The reducing valves having their
discs and diaphragms now subjected to diminished pressure open more or
less their outlets, allowing escape of air from the break cylinders and so
reducing the pressure of the breaks against the wheels as the latter revolve
more slowly. According to another arrangement I dispense with the com-
municating pipe above described as being controlled by one governor, and I'
apply on each break carriage a separate governor acting directly on the reducing
valve of that carriage. This governor is cased in to prevent access of grit,
and is driven by a friction drum which has & caoutchouc or other
yielding periphery pressed against one of the carriage axles. It is so arranged
that when the axle is revolving with considerable velocity the governor keeps the
reducing valve closed, but as the speed of the axle and governor diminishes the
pressure on the reducing valve resulting from the centrifugal force of the governor
becomes lessened and the outlet of the reducing valve is more or less opened,
relieving more or less the pressure in the break cylinder with which the reducing
valve communicates. The stem of the reducing valve projects through and nearly
fits the outlet opening, and has grooves or flattened parts on its sides by which the
air escapes when the valve is unseated, these grooves or flats furnishing a com-
paratively small area of passage, so that when the reducing valve opens there is no
sudden or violent alteration of the working pressure. For the purpose of applying
the breaks according to systems adopted in many cases, the pressure in the pipe
extending throughout the train has to be reduced if the pipe be charged with com-
pressed air, or it has to be increased if the pipe be partially exhausted. This is
usually effected by opening a cock or valve on the locomotive or in some part of the
train, but it takes some time for the influence of this action to extend throughout
the whole length of pipe, and consequently some of the breaks are not applied so
rapidly as might be desirable in cases of emergency. In order to avoid such loss
of time I apply at various parts of the pipes communicating throughout the train,
or on some of their couplings escape valves of the following description :-Part of
the valve casing is bored cylindrical and fitted with a disc piston, having holes
through it covered by a valve held down by a spring. To the stem of the piston is
attached a valve covering an opening to the outer air. The communicating pipe from
the main reservoir opens into the casing on the one side of the piston, and the con-
tinuation of the pipe opens out of the casing from the space on the other side of
the piston between it and the outlet valve. When the pipe is charged with air from
the main reservoir the valve on the piston opens, allowing the air to pass onwards
throughout the continuation of the pipe, the outlet valve being kept closed by the
internal pressure. When, on the other hand, the air is allowed to escape from the
pipe at its end near the main reservoir, then the pressure being reduced on the one
side of the piston, the excess of pressure existing in the continuation of the pipe
on its other side closes the piston valve and moves the piston so as to open the
outlet valve, relieving the pressure in the farther length of pipe. By arranging
several of these escape valves along the train the pressure throughout the whole
pipe becomes relieved almost simultaneously with the opening of the cock or valve
at or near its supply end, and consequently the several breaks throughout the train
are almost simultaneously applied. For the purpose of connecting the communi-
cating pipe from carriage to carriage I employ a coupling of the following
description:-It consists of two halves, the one half connected by a piece of flexible
tube to the length of pipe on one carriage, and the other in like manner
connected to the pipe on another carriage. The halves being in all respects
equal and similar, a pair of them is provided to be coupled together whichever end
of the one carriage is presented to the other. As the pieces of flexible tube when
the couplings are connected hang in a curve between the ends of the carriages, I
fasten each of them to the half coupling by a nozzle inclined upwards from the
axis of the coupling, so that it is not. abruptly bent when hanging in the curved,
attitude. Each half coupling has fixed within it a grating of hemispherical form,

page_text: presenting segmental openings through it. To this grating is fitted another grating
with corresponding apertures through it, and it is free to turn partly round on the
common axis of the two hemispheres. A helical or volute spring on its axis causes
it to turn in one direction till it comes against a stop, in which position the bars of
the one grating completely cover the apertures of the other, the mouth of the 5
coupling being thereby closed. The moveable grating has projecting from it beyond
the mouth of the coupling several studs made with iuclined sides, and each half
coupling presenting such studs. When the two halves are brought together face to
face the inclined sides of the studs of the one bearing against those of the other
cause both gratings to turn partly round on their axes, so that the openings of the 1
gratings become uncovered, and there is a free passage through both couplings when
they are pressed together. In order to guide the two half couplings in their act of
junction, and to secure them together when joined, I make each of them with lugs
projecting at each side. One of these lugs has a taper ended stud projecting from
it, and the other has a hole through it. In bringing the halves together the stud 1
of the one passes through the hole of the other, so that they are guided truly
together in one axial line. The stud of each half has a rounded notch cut in its
side, and a spring secured to the other half coupling drops into this notch when the
stud has been thrust through the hole. The two halves are thus held together by
the springs engaging in the notches, but the notches being rounded, if any undue 2
strain should come upon the connection the springs will yield, allowing the half
couplings to separate. Both half couplings are provided with projecting lips of
caoutchouc or other suitable packing material, which, being compressed when the
halves are pressed together, prevent leakage at the junction.
DESCRIPTION OF THE DRAWINGS.
Fig. 1, Sheet 1 of the accompanying Drawings represents a vertical section of the 2
reducing or escape valve, which I employ for regulating the pressure of the break
blocks on the wheels. The valve box has four apertures; two of them, A and B,
communicate with the break cylinder, the valve box being introduced into the
branch pipe by which the cylinder is supplied. The third aperture D opening to
the outer air is fitted with a valve to the stem of which is attached a flexible 3
diaphragm c secured at its edge to the valve box. The valve has projecting from
it a short rod which works as a guide in the aperture C, and this rod is notched or
flattened on one side as shewn at x, so as to give passage through the aperture
varying in arca as the valve moves. The fourth aperture D communicates with a
pipe containing fluid under pressure which is regulated by a centrifugal governor. 3
The valve with its diaphragm c is pressed down by a spring d adjusted to a
pressure less than that required in the break cylinder, and it is also pressed down
by the fluid in the pipe with which D communicates. As long as the pressure of
the spring d along with that in D exceeds the pressure in the break cylinder, the
aperture C remains closed by the valve, but when the pressure in the break 4
cylinder exceeds that due to the spring and the fluid in D acting along with it,
then the diaphragm c is forced upwards, raising the valve, and so opening the
aperture C and allowing air to escape until the pressure in the break cylinder
becoines reduced to balance the combined pressure of the spring d and the fluid in
the branch D. The pressure of the fluid in D is varied during the action of the 4
breaks, so as to be greatest when the wheels are moving rapidly, and to decrease as
they revolve more slowly, it having been found that the break blocks exert greater
friction on wheels when they are slowly revolving than when they are rapidly
revolving, and consequently less pressure is required in the break cylinder as the
train is coming to rest. For the purpose of varying the pressure in D in accordance 5
with the speed of the train, I employ either of two methods as stated above.
According to the one method, the branches D of the several escape valves through-
out the train are all in communication with a pipe supplied by a small orifice, with
compressed air from the reservoir on the locomotive, and provided with an escape
valve similar to that shewn at Fig. 1, which is worked by a centrifugal governor 5

page_text: driven by one of the running axles. When the train is moving rapidly, the
governor revolving rapidly keeps the escape valve of the pipe closed, so that con-
siderable pressure is maintained in the pipe. But as the train moves more slowly,
the governor also becoming retarded allows the escape valve of the pipe to open
more or less, and thus the pressure in the pipe and consequently that acting on
the diaphragms c becomes reduced. According to another method, instead of
regulating the pressure in D by means of a pipe communicating throughout the
train and having the pressure in it controlled by one governor, I combine the escape
valve of each brake cylinder with a local governor driven from one of the running
axles of the break carriage itself, according to the arrangement shewn by Figs. 2, 3,
4, and 5, Sheet II. Of these Fig. 2 is a side view; Fig. 3, a plan, and Fig. 4, an
end view of part of the under framing and wheel of a brake carriage with the
brake governor applied to it, and Fig. 5 is a section to an enlarged scale of the
governor and the escape valve worked by it. The break lever A is worked by
the rod a connected in the usual way to the piston of the break cylinder, from
which cylinder there is communication by a pipe B and tubular link C to the
interior of the escape valve under its diaphragm c. The pipe B is bent into one or
more coils at b to allow of a little flexure when the link C is moved. To the lower.
end of the link C is fixed a horizontal axle E forming a bearing on which the
governor revolves. This governor consists of a hollow casing F having on its peri-
phery a ring fof caoutchouc, leather, wood, or other suitable material of like nature,
and having mounted within it two bent levers G with weights g at their inner ends.
The short arms of the levers G bear on the end of a contral sliding rod H, which is
prevented from revolving by a stud h projecting into a slot of the rod. The inner
end of the rod H bears against the stem of the escape valve, which is similar in
construction and arrangement to that described above with reference to Fig. 1
having an opening at X to the outer air. The link c with the governor is drawn
towards the carriage axle I by a spring i, but so long as the breaks are off as shewn
in Fig. 2, the periphery of the governor casing is kept away from contact with the
axle I by a hooked bar a¹ which is fixed to the rod a, and is bent partly round the
link C. When the rod a advances so as to put on the breaks, the link C is permitted
to be drawn by the spring i, till the periphery f of the governor drum is brought in
contact with the axle I, and thereby caused to revolve. While it revolves rapidly,
its weights g tending by centrifugal force outwards, acting conjointly with the spring,
cause the rod H and the stem of the escape valve to be pressed forwards, closing the
escape aperture ✗; but when on the train moving more slowly, the governor is
driven with less velocity, the pressure acting under the diaphragm c overcomes the
centrifugal force of the governor so as to unseat the valve and allow escape by the
aperture X, thereby causing the pressure acting in the break cylinder to be reduced
and consequently diminishing the pressure of the break blocks upon the wheels as
they revolve more slowly. In order to ensure rapidity of action in the application
of the breaks when the pressure is reduced in the pipe communicating throughout
the train, I provide at various parts of that pipe most conveniently on some of the
couplings which connect the pipe of one carriage to that of the next, escape valves
of the kind shewn by the vertical section, Fig. 6, and the sectional plan, Fig. 7, on
Sheet I. of the accompanying Drawings. The valve box shewn in these Figures is
arranged to form part of the coupling which connects the communicating pipe from
carriage to carriage. This valve box, by its aperture A, communicates with the
length of pipe in front of it, and by its aperture B with the length of pipe behind it,
and it has a third aperture C opening to the air. Within the valve box is a piston
D with holes through it covered by the valve E, held down by a spring e. On the
stem of the piston is fixed a valve F which covers the aperture C. When com-
pressed air enters the valve box by the aperture A from the front portion of the
.communicating pipe, it raises by its pressure the valve E, passes through the holes
5 in the piston D, keeps the valve F closed, and passes on by the passage B¹ and the
aperture B to the hinder part of the pipe to charge the auxiliary reservoirs in the
usual way. But should the pressure in the front part of the pipe communicating
.
•

page_text: with A be reduced, then the valve E closing the holes in the piston D, that piston
is pressed down by the pressure from B, and the valve F is drawn from its seat,
leaving the orifice C open for the escape of air for the hinder portion of the pipe
which communicates with B. By arranging such valve boxes at several points
along the communicating pipe, each section of that pipe becomes relieved of pressure
almost immediately on the section in front of it being relieved, and consequently
the several sets of brakes throughout the train are put in action without the loss
of time which would be involved if for the relief of pressure throughout the pipe
the air contained in the hinder portion of it had to flow all the way to the escape
aperture which might be near its front part.
The coupling, according to the present Invention, which I employ for connecting
the communicating pipe from carriage to carriage, is constructed as shown at Figs:
8, 9, 10, and 11, on Sheet I. of the accompanying Drawings. Fig. 8 is a vertical
section, Fig. 9, a plan, Fig. 10 a front view of half a coupling, and Fig. 11, a side
view partly in section of the valve fitted in each half coupling. The pipe of each
carriage has attached to it a piece of flexible tube A which is secured to a nozzle of
the coupling, and this nozzle is inclined to the axis of the coupling, so that when
the two half couplings are connected, the flexible pipe hangs in an easy curve
without being strained by a sharp bend over the edge of the nozzle. Each half
coupling is provided with a pair of side ears B, one of them having a hole bored
through it, and the other having rivetted in it a taper ended pin C with a side
notch c. As this pin is in every case fixed at one side, say, the left hand side of
the half coupling, while the hole is at the opposite side, the half coupling on every
carriage, whichever end of it be presented towards the next carriage, is fitted to
meet and connect with the half coupling on the next carriage, the pin of the one
half. coupling being thrust through the hole of the other. When the two half
couplings are pressed together, the spring D on each catches into the notch a of the
pin of the other, and thus the two halves are held together; but the notches c and
the ends of the springs D being rounded, disengage themselves under a moderate
strain, allowing the two halves to be pulled asunder. Ench half coupling is pro-
vided with an elastic lip E of caoutchouc, or such like material, which prevents
leakage when the two half couplings are connected. When two carriages of a train
are separated, or at the end of the pipe of the last carriage, it is necessary that the
pipe should be closed. For this purpose, I provide in cach half coupling a valve
which consists of a hemispherical grating F that can turn on its axis on the face of
a fixed hemispherical grating G. A spring acting on the axis of F causes it to
turn till it comes against a fixed stop pin f, in which position the bars of the valve
F cover the apertures between the bars of G, the mouth of the coupling being thus
closed. In order that it may be opened when the two half couplings are connected,
I attach to the revolving grating F two studs H, having their ends sloped to an
inclination, so that when the two half couplings are pressed together, the inclined
faces of the studs of each acting on those of the other, cause both the gratings F to
turn partly round in opposition to the springs g, until the bars of F coincide with
those of G, leaving the apertures between the bars open, and thus giving a free
passage from the one length of pipe to the other. On again disconnecting the
coupling, the springs a cause the gratings F to turn back, closing the mouths of the
pipes. This construction of coupling and self closing valve is obviously applicable,
whether the air in the communicating pipe be compressed or rarefied, or whether
any fluid other than air, such as water or steam, be employed for communicating
pressure throughout the train for working the breaks.
Having thus described the nature of the said Invention, and in what manner the
same is to be performed, I claim in respect of apparatus for railway breaks worked
by fluid pressure,―
First. Regulating the pressure acting in the break cylinders according to the
speed of the train, by means of escape or reducing valves of the kind described with
reference to Fig. 1, Sheet 1 of the accompanying Drawings, all those valves through-
out the train having their diaphragms subjected to the pressure in a pipe communi-

page_text: cating with them, which pressure is controlled by the action of a centrifugal
governor worked from one of the running axles of the train.
Second. Regulating the pressure acting in each break cylinder according to the
speed, by means of an escape or reducing valve pressed on by the stem of a governor
worked from one of the running axles of the break carriage, whenever the breaks
are applied, substantially as herein described with reference to Figs. 2, 3, 4 and 5
on Sheet II. of the accompanying Drawings.
Third. Mounting the governor referred to in the preceding claim on an arm
linked to the break rod, so that when the breaks are put on, the periphery of the
governor is drawn by a spring into contact with a running axle to be driven
thereby, substantially as herein described.
Fourth. The use of escape valves constructed substantially as herein described
with reference to Figs. 6 and 7 on Sheet I. of the accompanying Drawings applied
at several parts of the pipe, communicating pressure throughout the train, for the
purpose of effecting rapid application of the several breaks.
Fifth. The use for connecting the communicating pipe from carriage to carriage,
of couplings constructed substantially as herein described with reference to Figs. 8,
9, 10, and 11, on Sheet I. of the accompanying Drawings.
In witness whereof, 1, the said George Westinghouse, junior, have hereunto
set my hand and seal, this Seventh day of April, in the year of our Lord
One thousand eight hundred and seventynine.
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