Improvements in Fluid Pressure Brakes for Railway Cars.
Year: 1894

page_text: Date of Application, 21st Aug.. 1894
Complete Specification Left, 13th May, 1895-Accepted, 29th June, 1895
PROVISIONAL SPECIFICATION.
Improvements in Fluid Pressure Brakes for Railway Cars.
I CHRISTOPHER RETALLICK JAMES of No. 159 First Street Jersey City in the
County of Hudson and State of New Jersey United States of America Engineer
do hereby declare the nature of this invention to be as follows:-
My invention relates to fluid pressure brakes for railway cars in which compressed
air subject to the control of the locomotive engineer is commonly employed as the
means of actuating the brakes, the compressed air being stored in a primary
reservoir carried on the locomotive and the brakes of each car being connected
with a piston carried in a brake cylinder to which the compressed air is admitted and
from which it is exhausted at the will of the engineer through the instrumentality
of train pipes connecting between the said primary receiver and brake cylinder
with intermediate brake valves, an auxiliary reservoir for compressed air on each
car, and the engineers controlling cock on the locomotive.
The system to which my improvements apply comprises both of what are known
as the automatic method of application of compressed air to the brake cylinder
from the auxiliary reservoir, and the non-automatic or direct method of application
thereto of compressed air from the primary reservoir without going through the
auxiliary reservoir, and includes two train pipes as usual in such cases, the said
improvements being in the engineers controlling cock and in the brake valves.
The essential objects of the improvements are to provide more efficient means of
automatically applying compressed air pressure to the brake cylinders from the
auxiliary reservoir and to graduate the application for normal action, also to apply
direct air pressure from the main reservoir for excessive action in cases of emergency,
by the non-automatic method independently of the auxiliary reservoirs, also to
replenish the auxiliary reservoirs simultaneously with the application of direct air
to the brakes, also to readily change again from the direct non-automatic action
when the emergency is passed, also to utilize both train pipes for application of
direct air both to the brake cylinders, and for replenishing the auxiliary reservoirs
at the same time; also to limit the escape and prevent waste of compressed air
when reducing pressure in the train pipes through the engineers controlling cock to
actuate the brake valves, and also to improve the construction of the brake valves
for seating more tightly and preventing waste of air by leakage.
In carrying out my invention each car is provided with a brake cylinder, a brake
actuating piston in said cylinder to which the brakes are connected in the usual
manner, and the usual auxiliary compressed air reservoir for actuating the brakes
by the automatic method, that is, by the automatic admission of air contained in
said reservoir into the brake cylinder when air is exhausted from the main train
pipe by the manipulation of the controlling cock on the locomotive by the engineer,
said main train pipe being suitably connected with the engineers controlling cock
and with the auxiliary reservoir through the main brake valve.
There is also a secondary brake valve and a secondary train pipe for applying
direct air pressure to the brake cylinder independently of the auxiliary reservoir
all of which have been used before in certain forms of construction and application
and are not therefore broadly new.
In the first place I provide an engineers controlling cock in connection with the
supply pipe from the main reservoir and with the main and secondary train pipes,

page_text: said cock having several passages as follows:-In the middle and normal position a
direct passage admitting air from the main reservoir into the main train pipe, and
a passage for opening the secondary train pipe to the exhaust for reducing pressure
in said secondary train pipe, all other passages being closed, in the left hand position
a passage opening the main train pipe to the exhaust for reducing pressure in said
main train pipe, all other passages being closed, and in the right hand position
passages admitting compressed air from the main reservoir to both the main and
secondary train pipes, all other passages being closed.
Besides these passages of the said controlling cock for the control of the brake
valves as will appear further on, I have provided a piston valve in connection with
the exhaust port of the cock, which being in communication on one side with the
compressed air of the main reservoir, and on the other side with the air exhausting
from the train pipes, is opened by the latter for the escape of the exhausting air,
but is overbalanced by the reservoir air on the other side when pressure is reduced
in the train pipes sufficiently to cause the desired action of the brake valves, and
thereby closed to prevent further exhaust of air from the train pipes and thus save
considerable unnecessary waste of compressed air.
The main brake valve has a large piston on one end of its stem, and a smaller
piston on the other end, and the small piston and the rod are bored centrally to,
but not through the large head, close to which are small radial holes communicating
with the bore, and a short distance therefrom towards the small piston are other
larger radial holes, also communicating with the bore. Between the two pistons of
this valve the rod is fitted in a cylinder in which it slides to a limited extent
whereby the small piston opens aud closes the brake cylinder port for the inlet aud
exhaust of the air for actuating the brake piston. The large piston is subject on
its side opposed to the valve rod, to air admitted from the main train pipe, and it
has small valves which are opened thereby to allow the air to pass through to the
other side from which there is direct communication through a pipe with the
auxiliary reservoir, so that in the normal or middle position of the engineers
controlling cock there is direct communication between the main reservoir and the
auxiliary reservoir through the main train pipe and the main brake valve for the
supply of said reservoir, and the brake cylinder port is open to the exhaust and
the brakes released.
The valves in the large piston of the said main brake valve are self closing when
pressure is reduced in the main train pipe and consequently on that side of the
piston through the controlling cock being shifted to the left hand, this causes said
valve to shift and open the brake cylinder port to pressure from the auxiliary
reservoir through the bore of the rod to which it is admitted first through the small
radial holes of the rod, and later through the larger holes also, which are uncovered
later by passing out of the cylinder in which the rod works, and thus the action of
the brakes is graduated in this, which is the automatic method. When the
engineers controlling cock is returned to the middle position the main brake valve
is again returned to the normal position, the auxiliary reservoir is replenished, the
brake cylinder is exhausted and the brakes are released.
The exhaust port of this valve is made through the end of the cylinder in which
the valve rod works, and the side of the small piston next thereto is faced with
elastic material as rubber, and is made to close and bear against said end of the
cylinder while air is to be retained in the brake cylinder for holding the brakes
on, and effectually preventing leakage or air to hold the wheels positively as long
as desired.
Near the other end of said cylinder in which the valve rod works is a shoulder
against which a collar of the rod also similarly packed with elastic material bears
when the valve is in the normal position to prevent leak of air from the auxiliary
reservoir along the valve rod to the exhaust port, and at the end of the cylinder in
which the small piston works is an elastic packing against which said piston bears
when in the normal position to prevent leak of air from the bore of the valve rod
and around the piston to the exhaust port.

page_text: The secondary brake valve is of substantially the same construction as the main
brake valve, having a large piston at one end on which compressed air is received
from the secondary train pipe, also a small head at the other end to control the
exhaust from the main brake valve, with small valves in the large piston for the
passage of the air to the other side to replenish the auxiliary reservoir and also to
be admitted directly to the brake cylinder, but instead of the bore of the stem
extending through the small piston it has radial passages which are uncovered by
passing out of the bore of the cylinder in which the rod works and admit direct
pressure from the secondary valve into the brake cylinder through the main valve,
and brake cylinder exhausts after the small piston of said secondary valve has
moved a certain distance and closed said exhaust of the main valve to the
atmosphere, and opened it behind said small piston for reception of the direct air.
There being communication from behind the large piston of the secondary brake
valve with the auxiliary reservoir, same as from behind the large head of the main
brake valve; it will now be seen that when the engineers controlling cock is
shifted to the right hand position and both train pipes are open to the main
reservoir the main brake valve will remain in the normal position, the secondary
brake valve will be shifted to open the exhaust of the main brake valve to direct
air from both train pipes, and the auxiliary reservoir will be replenished from both
train pipes, and when the engineers controlling cock is returned to the middle
position the secondary brake valve will return to normal position allowing the main
train pipe to be operated in the automatic method as usual.
The small head of this valve is packed on both sides with elastic material and at
one side closes against the end of its cylinder to prevent leak when admitting
pressure directly to the brake cylinder, and at the other side closes against the
other end of said cylinder and is held thereon by the pressure of air on the large
piston to prevent leakage past the small piston, and the large head closes against
elastic packing at the end of its cylinder to prevent leak also.
Dated the 21st day of August 1804
PHILIP M. JUSTICE,
London, Chartered Patent Agent.
improvements in Fluid Pressure Drakes for Hallway wars.
I, CHRISTOPHER RETALLICK JAMES of No. 159 First Street, Jersey City in
the County of Hudson and State of New Jersey, United States of America,
Engineer, do hereby declare the nature of this invention and in what manner
the same is to be performed, to be particularly described and ascertained in and
by the following statement :--
My invention relates to fluid pressure brakes for railway cars in which compressed
air subject to the control of the locomotive engineer is commonly employed as the
means of actuating the brakes, the compressed air being stored in a primary
reservoir carried on the locomotive and the brakes of each car being connected with
a piston carried in a brake cylinder to which the compressed air is admitted and
from which it is exhausted at the will of the engineer through the instrumentality
of train pipes communicating between the said primary receiver and brake cylinder,
with intermediate brake valves and an auxiliary reservoir for compressed air on
each car, and the engineers controlling cock on the locomotive.
The system to which my improvements apply comprises both of what are known
as the automatic method of application of compressed air to the brake cylinder from
the auxiliary reservoir, and the non-automatic or direct method of application

page_text: thereto of compressed air from the primary reservoir without going through the
auxiliary reservoir and includes two train pipes, as usual in such cases, the
said improvements being in the engineers controlling cock, and in the brake
valves.
The essential objects of the improvements are to provide more efficient means of
automatically applying compressed air pressure to the brake cylinders from the
auxiliary reservoir and to graduate the application for normal action, also to apply
direct air pressure from the main reservoir for excessive action in cases of
emergency, by the non-automatic method independently of the auxiliary reservoir,
also to replenish the auxiliary reservoirs simultaneously with the application of
direct air to the brakes, also to readily change again from the direct non-automatic
action to the normal automatic action when the emergency is passed, also to utilize
both train pipes for application of direct air, both to the brake cylinders and for
replenishing the auxiliary reservoirs at the same time; also to limit the escape and
prevent waste of compressed air when reducing pressure in the train pipes through
the emergency controlling cock to actuate the brake valves, and also to improve
the construction of the brake valves for seating more tightly and preventing waste
of air by leakage.
In carrying out my invention each car is provided with a brake cylinder, a brake
actuating piston in said cylinder to which the brakes are connected in the usual
manner, and the usual auxiliary compressed air reservoir for actuating the brakes
by the automatic method, that is, by the automatic admission of air contained in
said reservoir into the brake cylinder when air is exhausted from the main train
pipe by the manipulation of the controlling cock on the locomotive by the engineer,
said main train pipe being suitably connected with the engineers controlling cock,
and with the auxiliary reservoir through the main brake valve. There is also
a secondary brake valve and a secondary train pipe for applying direct air pressure
to the brake cylinder independently of the auxiliary reservoir, all of which have
been used before in certain forms of construction and application and are not
therefore broadly new.
In the first place I provide an engineers controlling cock in connection with the
supply pipe from the main reservoir and with the main and secondary train pipes,
said cock having several passages as follows: In the middle and normal position,
a direct passage admitting air from the main reservoir into the main train pipe, and
a passage for opening the secondary train pipe to the exhaust for reducing pressure
in said secondary train pipe, all other passages being closed; in the left hand
position a passage opening the main train pipe, all other passages being closed; and
in the right hand position passages admitting compressed air from the main
reservoir to both the main and secondary train pipes, all other passages being
closed.
Besides these passages of the said controlling cock for the control of the brake
valves as will appear further on, I have provided a piston valve in connection with
the exhaust port of the cock which being in communication on one side with the
compressed air of the main reservoir, and on the other side with the air exhausting
from the train pipes, is opened by the latter for the escape of the exhausting air,
but is overbalanced by the reservoir air on the other side when pressure is reduced in
the train pipes sufficiently to cause the desired action of the brake valves, and
thereby closed to prevent further exhaust of air from the train pipes and thus save
considerable unnecessary waste of compressed air.
The main brake valve has a large piston on one end of its stem, and a smaller
piston on the other end, and the small piston and the rod are bored centrally to,
but not through the large head, close to which are small radial holes communicating
with the bore, and a short distance therefrom towards the small piston are other
larger radial holes also communicating with the bore.
Between the two pistons of this valve the rod is fitted in a cylinder in which it
slides to a limited extent whereby the small piston opens and closes the brake

page_text: vlinder port for the inlet and exhaust of the air for actuating the brake piston.
The large piston is subject on its side opposed to the valve rod to air admitted from
the main train pipe, and it has small valves which are opened thereby to allow the
air to pass through to the other side from which there is direct communication
through a pipe with the auxiliary reservoir so that in the normal or middle
position of the engineers controlling cock there is direct communication between
the main reservoir and the auxiliary reservoir through the main train pipe and the
main brake valve for the supply of said reservoir, and the brake cylinder port is
open to the exhaust and the brakes released.
The valves in the large piston of the said main brake valve are self closing when
pressure is reduced in the main train pipe, and consequently on that side of the
piston through the controlling cock being shifted to the left hand; this causes said
valve to shift, and open the brake cylinder port and pressure from the auxiliary
receiver through the bore of the rod to which it is admitted first through the small
radial holes of the rod, and later through the larger holes also, which are uncovered
later by passing out of the cylinder in which the rod works, and thus the action of
the brakes is graduated in this, which is the automatic method. When the
engineers controlling cock is returned to the middle position the main brake valve
is again returned to the normal position, the auxiliary reservoir is replenished, the
brake cylinder is exhausted, and the brakes are released.
The exhaust port of this valve is made through the end of the cylinder in which
the valve rod works, and the side of the small piston next thereto is faced with
elastic material as rubber, and is made to close and bear against said end of the
"ylinder, while air is to be retained in the brake cylinder for holding the brakes
on, and effectually prevent leakage of air to hold the wheels positively as long as
desired.
Near the other end of said cylinder in which the valve rod works is a shoulder
against which a collar of the rod, also similarly packed with elastic material, bears
when the valve is in the normal position to prevent leak of air from the auxiliary
reservoir along the valve rod to the exhaust port, and at the end of the cylinder in
which the small piston works is an elastic packing against which said piston bears
when in the normal position to prevent leak of air from the bore of the valve rod
and around the piston to the exhaust port.
The secondary brake valve is of substantially the same construction as the main
brake valve, having a large piston at one end on which compressed air is received
from the secondary train pipe, and a small head at the other end to control the
exhaust from the main brake valve, with smaller valves in the large piston for the
passage of the air to the other side to replenish the auxiliary reservoir, and also to
be admitted directly to the brake cylinder, but instead of the bore of the stem
extending through the small piston, it has radial passages which are uncovered by
passing out of the bore of the cylinder in which the rod works, and admit direct
pressure from the secondary valve into the brake cylinder through the main valve
and brake cylinder exhausts, after the small piston has moved a certain distance and
closed said exhaust of the main valve to the atmosphere and opened it behind said
small piston for reception of the direct air. There being communication from
behind the large piston of the secondary brake valve with the auxiliary reservoir,
same as from behind the large head of the main brake valve, it will now be seen
that when the engineers controlling cock is shifted to the right hand position and
both train pipes are open to the main reservoir, the main brake valve will remain
in the normal position, the secondary brake valve will be shifted to open the
exhaust of the main brake valve to direct air from both train pipes, and the
auxiliary reservoir will be replenished from both train pipes, and when the engineers
controlling cock is returned to the middle position the secondary brake valve will
return to normal position allowing the main train pipe to be opened by the
automatic method as usual.
The small head of this valve is packed on both sides with elastic material and at

page_text: one side closes against the end of its cylinder to prevent leak when admitting
pressure directly to the brake cylinder, and at the other side closes against the other
end of said cylinder, and is held thereon by the pressure of air on the large
piston to prevent leakage past the small piston, and the large head closes against
elastic packing at the end of its cylinder to prevent leak also.
In the accompanying drawing:
a
Fig. 1, is a general plan view of the main reservoir usually carried on
locomotive, engineers controlling valve, and the auxiliary reservoir and brake
cylinder of a car with the pipe connections, part of the brake cylinder being broken
out to show the port through which the fluid flows in and out, and part of the
brake piston:
Fig. 2, is an end elevation of the duplex brake valve and section of part of the
brake cylinder.
Fig. 3, is a central longitudinal sectional elevation through the duplex brake
valve on line - Fig 2, showing both the valves in the normal positions.
Fig. 4, is a similar section showing the main valve open for the application of
the pressure from the auxiliary reservoir by the so-called automatic action.
Fig. 5, is also a similar section showing the secondary valve open for the
application of direct pressure through both the main and secondary train pipes.
Fig. 6, is a sectional elevation of the engineers controlling valve on line y-y
Fig. 1.
Fig. 7, is a section of the several way cock of the engineers controlling valve on
the same line as Fig. 6, but showing the cock shifted to the position for applying
the pressure to the brake cylinders by the automatic action, and through the main
brake valve as in Fig. 4.
Fig. 8, is a section of the cock in the same plane when shifted to the position for
applying direct pressure to the brake cylinder through both of the train pipes,
and through the secondary brake valve as in Fig. 5.
Fig. 9, is a section of the cock on line 22-22 of Fig. 6.
The main reservoir usually carried under the foot plate of the locomotive is
represented at a, Fig. 1, it is supplied with air through the pipe b from the
compressor. The engineers controlling valve consists of the several way cock c
and the auxiliary piston valve d thereto to which air is supplied from the main
reservoir a, through the pipe e. f is the main train pipe, and 9, the secondary train
pipe.
The duplex brake valve consists of the primary piston valve h, and the
secondary piston valve i, to which the main and secondary train pipes communicate
respectively represents the brake cylinder and k represents the auxiliary
reservoir on the car between which and the primary brake valve there is
communication by the pipe l.
The cock c has the straight way passage m, through it parallel with the handle v,
when the cock is in the middle position Figs. 1 & 6, said passage m opens direct
communication from the main reservoir a, into the main train pipe f, the inlet to
said passage being through chamber n of the auxiliary piston valve d between the
large piston o and the small piston p of said valve, the former being to open and
close the exhaust passage 9, to the chamber s, and the latter being on its other side
open to the atmosphere at t, to cause piston o to descend when pressure is equal in
chambers n and s, and thereby open said exhaust g.
The cock c also has the branch passage u communicating with passage m at
90 degrees thereto and to the right of the handle, it also has the longitudinal
central passage w, one end of which connects with the straight way passage m, and
the other end has an issue a, at the side of the cock opposite to the branch u, also
issue in the direction of the handle, and midway of the passage to, is a branch y
opening through the side of the cock, said issue a and branch y being in the same
plane as brauch u; there is also the right angle passage 2, above the upper
extremity of the central passage w, one issue of which is at the side opposite the

page_text: handle and communicates with chambers through passage a' when the cock is in
the middle position and the other issue is at the right hand side thereof and
communicates at the same time with the secondary train pipe g.
communicates
There is a chamber 5' in the cock case through which issue
with the pipe g when the handle is shifted to the right; there is also à passage y'
in the case making communication between main train pipe f and branch y of the
cock when the cock is shifted to the right hand, and also a passage al making
communication between issuer of the cock and passage a¹ when the cock is shifted
to the left.
Branch communicates with the main train pipe f, when the cock is shifted to
the left, and with chamber n when the cock is shifted to the right.
The main train pipe f is in communication with the gage c through the pipe e',
and the secondary pipe 9 is in communication with said gage through the
pipe d.
The improvement of the engineers controlling valve claimed in this case includes
the auxiliary piston valve attachment to the several way cock for limiting the
exhaust of the train pipes, also the coiled spring a placed centrally on piston o,
and between it and the disk 62, carried on the inner end of the adjusting screw ca
entering the case of piston valve d through the head of a stuffing box f' and having
a hand wheel g³ for adjusting it to vary the tension of the spring, the purpose of
which latter improvement will be explained further on.
The main brake valve has the large piston f1 in the chamber g₁ to which air is
admitted from the controlling valve through port 1 by the main train pipe f. The
piston has several small valves j¹ permitting air to pass through it into the
chamber which is in communication with the auxiliary reservoir k through
the pipe. This chamber k is also in communication with the interior of the
hollow stem of the valve through the small ports m' admitting a limited quantity
of air and said chamber k¹ is also in communication with the chamber n¹ of the
secondary brake valve i, through the passage o¹. At p' there are other larger
ports opening into the interior of the hollow stem ; this hollow stem com-
municates through the opening 68 in its end with the case in which the stem works.
At is a port admitting air from the case in which said stem works into and
exhausting it from the brake cylinder j behind the brake piston d' therein which
port is controlled for admitting and exhausting the air by the piston ¹ of said
stem when the main valve is used for automatic action only.
The said stem l' is fitted in a bushing t¹ of the valve case having a shoulder u¹
whereon a corresponding shoulder of the stem having the elastic packing e²
comes to rest when the valve opens the brake cylinder to exhaust, and effectually
prevents waste of air from the main train pipe and the auxiliary reservoir.
The piston has a like shoulder fitted with elastic packing e³, which takes
effect on the end of the bushing t¹, next thereto and effectually prevents escape of
air from the brake cylinder when said cylinder is charged through the main brake
valve. The secondary brake valve has a large piston to which air is admitted
in chamber through secondary train pipe 9 and passage go and a small piston g³
working in chamber 8, which is in communication with chamber a¹ or with exhaust
port j according as piston g' is shifted to one side or the other of port, said
piston being shifted to the right of said port by air admitted under the large
piston through the secondary train pipe g, and to the left by the pressure of air
normally acting on the other side through passage o' from chamber k¹ of the main
valve. Port is in communication through the end of bushing t¹ with the case in
which piston s¹ of the main valve works, for exhausting the air from the brake
cylinder when the main brake valve is used, and for both iolet and exhaust when
the secondary brake valve is used.
The piston also has small valves a admitting a limited amount of air through
it from chamber n³ into chamber n' and the stem 6; it has the passage b
admitting air from chamber n² into chamber when the valve is shifted to the
right for controlling the brake, see Fig. 5.

page_text: The chamber for the small piston of the secondary valve is formed in a
bushing in the valve case in which is a shoulder d' on which the piston g' fitted
with an elastic packing e closes when the valve comes to rest in the normal
position for effectually preventing waste of air. At the other end of said piston
chamber is another like packing f, against which the other end of piston y
closes in like manner to hold the air effectively when it is shifted to admit direct
air to the brake cylinder. A like packing is applied to the portion of both
valve cases against which the pistons and close when the valves are in the
normal position and effectually cut off escape of air.
of the
The operation is as follows,-The cock c being set in the middle position as
represented in Figs. 1 and 6, air from the main reservoir a enters through
chamber n of the auxiliary piston valve d, and the straight way passage
cock c, directly to chamber 9 of the main brake valve h through main train pipe f
and taking effect on piston 1 shifts said valve to its normal position Figs. 3 & 5,
opening exhaust port c³, and permitting the air to escape from the brake cylinder
through exhaust ports j, for the release of the brakes, the secondary train pipe g
being partially exhausted through cock c and valve d at the moment of setting the
cock in the middle position, so that the secondary valve returns to normal position
leaving exhaust ports, open. At the same time valves j¹ open and adinit air to
chamber k¹ and thence to the auxiliary reservoir k through the pipe l, and the
hollow stem of said valve fills also, through ports m', ready for admitting air to the
brake cylinder again when the brakes are to be again applied, the maximum
pressure then shows on the gage by the hand represented in white both pipes d'
and ethen being open thereto.
The secondary train pipe is only partially exhausted as above stated because
when the pressure falls in chamber s, to a certain extent it is overbalanced by the
pressure under piston o, which then rises and cuts off further exhaust.
Owing to the very rapid waste of the compressed air through very slight openings
of escape, it is very important to economize as much as possible in the waste
of air for effecting partial exhaust through secondary train pipe g, and owing to
the great difficulty if not impossibility of proportioning the pistons o and p to effect
the exhaust of the secondary train pipe 9 with certainty but without too much
waste, I have adopted the plan of making them in such proportions that piston o
will not be overbalanced quite sufficiently by the air on the side of chambers for
such action as will effect the movement of the secondary brake valve, and re-enforcing
it with the spring a² and adjusting stem c³, before described, so that when set up
for action such additional pressure may be thereby admitted to the piston as will
cause it to act and then permit it to close again promptly when the secondary valve
has shifted.
To apply the brakes with moderate effect the cock c is shifted to the left
hand from the middle position which shuts off the supply of air through the main
pipe and opens said pipe to chambers of the auxiliary piston valve d, through
passages u, to and as seen in Fig. 7 the back pressure on piston o depresses it and
opens exhaust port q through which the air pressure is so reduced in chamber g¹ of
main brake valve, that air from the reservoir k taking effect on the other side of
piston and closing valvej shifts the valve to the right, opening brake cylinder
port to air from the hollow stem of the valve which, being supplied through
small ports m³ takes moderate effect, but a little later ports p¹ open into chamber k¹
admitting a larger supply with greater effect in applying the brakes.
The reduction of pressure in the main train pipe and chamber g' is then indicated
by the change of the pointer of the gage c as indicated in black in Fig. 6, com-
munication being then through pipe el. In this condition the air pressure is
reduced in reservoir k by the amount admitted to the brake cylinder so that when
another application of maximum force may be required as often happens in cases of
emergency it cannot be had, the main train pipe being shut off.
To overcome this difficulty and enable full pressure to be instantly let on to both
the auxiliary reservoir and the brake piston after first application as above

page_text: described, and also for application of maximum force in the first place when
required; the secondary brake valve, and the secondary 'train pipe have been
provided, and the cock of the engineers valve has been 'constructed and arranged
in relation thereto as before described; the operations of which are as follows-
Whether the cock c be in the middle position or in the left hand position as last
described, it is shifted to the right hand position, in which position both the main
train pipe and the secondary train pipe are open as will be seen in Fig. 8, the one
through passages u, w, y. & y, and the other through passages u, & ¹ and
chamber 6 of the cock case, the valve h is therefore opened to air under direct
pressure from the main reservoir, and the auxiliary reservoir is replenished under
like pressure, the air entering through valves j', chamber ¹ and pipe.
At the same time air of full pressure enters chamber' through secondary train
pipe g behind the large piston of secondary brake valve i, and shifts it so as to
close exhaust and j by piston g² and open communication with the brake cylinder
for air of full pressure both from the auxiliary reservoir and the main train pipe,
and besides these two sources of direct air pressure, I have now provided piston k²
with a series of small valves a' which also at the same time admit direct air through
the secondary train pipe, the small valves in piston and the passage be, thus
applying maximum force at will.
--
Return of the cock c to the middle position opens secondary train pipe g through
passages zal to chambers wherein the back pressure of the air on piston o of the
auxiliary valve depresses it and opens exhaust port q causing, by escape through
said port, such reduction of pressure in chamber n³, that valves a' are closed and
the secondary valve is shifted back by pressure in chamber n¹ so that piston 'g*
opens the brake cylinder to exhaust through ports 3. When this takes place
further reduction of pressure and waste of air from chambers n³ and 8, is prevented
by head o of the auxiliary valve d' being overbalanced in chamber n, so as to close
exhaust port g
The lever has the usual spring latch within it pivoted at to lock it in
position by engaging in stop holes vs, part of said lever protruding at to be
depressed when the handle is grasped by the engineer to release the cock preparatory
to shifting it.
It will be seen that after the application of maximum force with direct action of
air of the main reservoir through the instrumentality of the secondary brake valve
as above described, and when through the checking of the train the maximum
force is no longer needed the lesser force by the air of the auxiliary reservoir alone
may be again applied through the primary valve alone as in the first instance.
It will also be seen that when a car fitted with my improved duplex brake valve
is connected in a train of cars having the automatic system only, in which the
secondary brake valve cannot be used for lack of the secondary train pipe, and the
contrivances of the engineers controlling valve therefor, the elastic packing of
the secondary brake valve will effectually prevent loss of air through said valve and
thus render its presence in the automatic system wholly unobjectionable.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner. the same is to be performed, I declare that what I
claim is :-
1. The combination with the main reservoir, brake cylinder, an auxiliary
reservoir, of the duplex brake valve consisting of the main valve and connections,
constructed as shown to apply the brakes by the air from said auxiliary reservoir;
and the secondary valve, and means to apply the air directly from the main
reservoir to the brake cylinder through the main train pipe and at the same time to
replenish; said auxiliary reservoir through the said main train pipe substantially as
described.
2. The combination with the brake cylinder and'auxiliary reservoir, of the duplex
brake valve consisting of the main valve in communication with the main train
pipe and the reservoir, and with the brake cylinder, and the secondary valve in
B

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communication with the secondary,train pipe, and, with the brake cylinder, and also
with the main valve, to apply the brakes by, the air.of the auxiliary reservoir or by
the air direct from the main reservoir; or both, said..main train. pipe..being in
communication with the auxiliary reservoir and with the secondary valve. through;
the valved head of the main valve substantially as described.
3. The combination with the brake cylinder, of the main, brake valve having the
head in the chamber g, in communication with the engineers controlling valve,
the valves in said head opening into chamber 4 in communication with the
auxiliary reservoir, the hollow, stem of said valve, having the contracted ports m
for limited, initial effect on the brake, larger ports pl for the full effect of the
auxiliary reservoir thereon, and the. port in the end communicating with the
brake cylinder, said, valve case having the port e substantially as described.
4. The combination of the secondary, brake valve having the head in. com-
munication with the secondary train pipe on the larger side, and on the other side
constantly in communication with the main train pipe and the auxiliary reservoir
through passage o. also having the head, with the ports.in.communication
with the brake cylinder port and the exhaust, port, said passage o¹ and ports b, e
adapted to charge the brake cylinder with full pressure from the..main train pipe
when, the secondary train pipe is opened to said secondary valve,. and port
adapted to exhaust the same when the pressure is reduced.in. said, secondary pipe
substantially as described.
.
5. The combination of the secondary brake valve having the head in
communication with the secondary train pipe on the larger side, and on the other
in communication with the main train pipe, and, with the auxiliary reservoir.
through passage o, also, having the small head g², with the, ports bet and 2, said
passage o
o and ports be adapted to charge the brake cylinder with full pressure
from the main train pipe when the secondary train pipe is opened to said secondary
valve, and port ja adapted to exhaust the same when the pressure.is.reduced in said
secondary pipe substantially as described.
6. The duplex brake valve consisting of the main brake valve, having the head f¹
in the chamber g' in communication with the engineers controlling valve, the
valves in said head opening into the chamber in communication with the
auxiliary reservoir; the hollow stem of said valve having the contracted ports m'
for limited initial effect on the brake, larger ports pl for the full effect of the
auxiliary reservoir pressure thereon, and the port 63 in the end communicating with
the brake cylinder having the port c², and the secondary brake valve having the
head in communication with the secondary train pipe on the larger side and on
the other side in communication with the main train pipe and the auxiliary reservoir
through the passage o¹, said secondary valve also having the small head 9², and
ports and e, said passage o¹ and ports b₁, e, adapted to charge the brake
cylinder with full pressure from the main train pipe when the secondary train
pipe is opened to said secondary valve, and port 2, adapted to exhaust the
same when the pressure is reduced in said "secondary pipe substantially as
described.
7. "The combination with the main and secondary train pipes, and the main and
secondary brake valves respectively connected with the said pipes, of the improved
air brake controlling valve consisting of the cock having in the middle position
the direct passage m, communicating with the main reservoir and main train pipe,
also the exhaust passage for the secondary train pipe, also, in the position at one
hand of the said middle position. having the exhaust passages in communication
with the main train pipe, and the part then closing the secondary train pipe, and
also, in the position at the other hand of said middle position having passages
communicating with the main reservoir and main train pipe, and with said reservoir
and said secondary train pipe substantially as described.
8. The improved air brake controlling valve.consisting of the cock having in the
middle position the direct passage m communicating with the main reservoir and
main train pipe, also the exhaust passage for the secondary train pipe, also, in the

page_text: position at one hand of the said middle position having the exhaust passage
communicating with the main train pipe and the part then closing the secondary
train pipe, and also, in the position at the other hand of said middle position having
passages:communicating with, the main reservoir and main train pipe, and 'with! said
reservoir and said secondary train pipe, in combination with the main and secondary
train pipe and brake valves substantially as described:
9. The improved air brake controlling valve consisting of the cock having in the
middle position the direct passage m, communicating with the main reservoir and
main train pipe, also, the exhaust passage for the secondary train pipe, also in the
position at one hand of the said middle position having the exhaust passage
communicating with the main train pipe and, also, in the position at the other hand
of said middle position having passages communicating with the main reservoir and
the main train pipe and with said reservoir and said secondary train pipe; and the
auxiliary valve having the larger and smaller heads between which is the
communication of the main reservoir and said passage m, of the cock, and
the larger head controlling the exhausts of the main and secondary train pipes;rin
combination with the main and secondary train pipes and brake valves substantially
as described.
:
10. The combination of the main brake valve, main train pipe, auxiliary reservoir
and brake piston, said main valve. and auxiliary reservoir adapted to admit air to
the brake cylinder from the auxiliary reservoir for normal action; the secondary
brake valve, and secondary train pipe adapted to admit air to the brake directly
from the main reservoir through the main train pipe for excessive action, and the
controlling valve having in the position at one hand of the middle position the
passages for controlling the main valve for normal action of the brake by air from
the auxiliary reservoir, and having, in the position at the other end of the middle
position the passages controlling the secondary brake valve for excessive action of
the brake by air directly from the main reservoir, said valve having in the middle
position the passages releasing the brake substantially as described.
11. The combination with the primary valve having the large and small pistons
connected by the intermediate hollow and laterally perforated stem admitting air
from between the pistons to the brake cylinder, of the packed shoulders of the stem
between the lateral perforations and the small piston and adapted to prevent
leak along the stem when the valve is in the normal position substantially as
described.
12. The combination with the primary valve having the large and small pistons
connected by the intermediate hollow stem admitting air from between the pistons
to the brake cylinder, of the case shoulder having the exhaust port and the packed
shoulder of the small piston seating on said case shoulder when said small piston
opens the brake port to admit the air substantially as described.
13. The combination with the brake cylinder port, of the primary valve having
the large and small pistons connected by the intermediate hollow stem admitting
air from between the pistons to the brake cylinder, said small piston of the primary
valve controlling said port, the shoulder of the case of the valve stem having the
exhaust port, the elastic packing of the case on the side of the piston controlling
the inlet of air to the cylinder port and the elastic packing on the side of said
piston controlling the exhaust substantially as described.
14. The combination with the brake cylinder port, of the piston valve for
controlling said port having the axial inlet passage to the brake cylinder adapted
to be normally closed by the end wall of the case, the exhaust port in the shoulder
of the case on the other side of the piston adapted to be closed by said piston
when admitting air to the cylinder, said end of the valve case and the piston
having elastic packings for the respective sides of the piston substantially aɛ
described.
15. The combination with the primary valve of the secondary valve subject to
be opened by direct pressure through the secondary train pipe, and having the
large and small pistons in separate chambers and the passages through the stem

page_text: ...communicating between said chambers, when said valve is opened by said pressure
from the secondary train,, pipe, said primary and secondary valves having
-communication through-the, port, substantially as described.
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16. The combination with the primary valve, of the secondary valve having the
v válves in the larger pistons subject to be opened by direct pressure through the' 5
secondary train pipe, and the passage through the stem communicating with
the chamber for the small piston of the valve when the valve is shifted by such
pressure, said primary and secondary valves having communication through the
port substantially, as described..:.
17. In the engineers controlling valve, the combination with the several way cock 1
controlling the train pipes, of the auxiliary piston valve adapted to limit the exhaust
from the train pipes, said valve having the large piston subject on one side to the
be exhaust and
'air supply for the brakes, and on the other side, to the train pipe.
controlling the same, said valve also having the small piston subject on one side to
the, air supply for the brakes, and on the other side open to the atmosphere
substantially as described.
Dated, New York City, New York, U.S.A., April 19th 1895.