Improvements in Fluid Pressure Brakes.
Year: 1899

page_text: Date of Application, 17th July, 1899-Accepted, 11th Nov., 1899
COMPLETE SPECIFICATION.
Improvements in Fluid Pressure Brakes.
I, JAMES YATE JOHNSON, of 47, Lincoln's Inn Fields, in the County of London,
Gentleman, do hereby declare the nature of this invention (which has been
communicated to me from abroad by Dr. William Brayton Mann, of the City
of Baltimore, Baltimore County, State of Maryland, United States of America),
and in what manner the same is to be performed to be particularly described
and ascertained in and by the following statement:-
This invention comprises a system of fluid pressure brakes for railway trains
and includes the several devices or mechanisms constituting a complete system,
including the engineer's valve, the pump, and the triple-valve or distributor.
The engineer's valve is the operating organ of the entire system, being located
on the locomotive under the control of the engineer. Its several offices are
to apply the brakes with full pressure or with graduated pressure, to release
the brakes, and to connect and disconnect the pump with the main storage
reservoir.
The triple-valve or distributor, is the local governing organ on each car,
being in turn governed by the engineer's valve. The functions of the triple-
valve are to admit compressed fluid to the brake cylinder gradually for ordinary
stops, and suddenly for emergency stops; to release the brakes by cutting off
the supply of compressed fluid to the brake-cylinder and discharging the latter
to the atmosphere: to open local vents in the train pipe and thereby quicken
the serial action of the brakes on successive cars so that the application of all
the brakes will be as nearly as possible simultaneous; and automatically to
apply the brakes with full pressure in case of breakage of one of the couplings
of the train.
One of the objects of the invention is to effect the certain and reliable opera-
tion of the several parts of the system, and the performance of all the requisite
functions by means of simple mechanism, composed of a minimum number of
parts not liable to derangement under ordinary conditions.
The development of freightage has led to the use of long trains, which in
turn has demanded a modification of the brake mechanism previously employed
such that, when brakes are applied with full pressure in the presence of im-
pending accident, the successive action of the brakes will be quickened. In
brake systems of the Westinghouse type this quick action is effected by the
use of an auxiliary valve at each brake, which opens a vent in the train pipe
when, and only when, upon a sudden and great reduction of pressure in the
train pipe the piston of the triple-valve makes a traverse of greater amplitude
than that which it makes in the ordinary service application of the brakes.
This emergency, or quick-action mechanism, is therefore but rarely required,
and it not infrequently happens that when the need for its operations arises it
is found to be in some part out of order. The ordinary valves may be operating
properly, and the piston be movable through its ordinary traverse, while at the
same time the auxiliary or emergency valve or some of its accessory parts may
be deranged. The mere fact of the disuse of this part of the system for long

page_text: intervals of time offers opportunity for the parts to bind or stick, or otherwise
get out of order.
The preferred forms of construction herein described provide that the parts
which perform the emergency operation are constantly in use during the
ordinary service operation of the system so that when the system is operative
for the ordinary purposes, it is also operative for emergency uses.
The improvements constituting the present invention will be clearly under-
stood from the following description in connection with the accompanying
drawings, of which
Fig. 1 is a diagram illustrating the relative disposition of the various parts
of the system;
Fig. 2 is a sectional view of the pump;
Figs. 3, 4, 5, 5, 5b, 6, 7, 8, 9 and 10 are views illustrating the construction of
the main or engineer's valve;
Figs. 11-18 inclusive are views illustrating the construction and operation
of the triple-valve;
Figs. 19-22 inclusive illustrate a modification of the triple-valve;
Figs. 23-27 inclusive illustrate another modification;
Fig. 28 is a sectional view of another form of triple-valve;.
Fig. 29 is a sectional view of another form of triple-valve;
Fig. 30 is a similar view of still another form of triple-valve;
Fig. 31 is a similar view of another form of valve, and Fig. 32 a detail show-
ing the shape and arrangement of the ports
Fig. 1 illustrates the general arrangement of the different parts of the
system, comprising the pump, the main storage reservoir, the engineer's valve,
the auxiliary reservoir on one of the cars, the triple-valve and the brake-
cylinder. The pump, the main reservoir and the engineer's valve are on the
engine while an auxiliary reservoir, a brake cylinder and a triple valve are
placed on each car, the several cars and the engine being connected by a train-
pipe extending from the engine to the last vehicle of the train.
As shown in Fig. 1 the pump is directly connected to the main reservoir
into which it compresses the fluid which will be herein referred to as air, and
the distribution of this air by way of the train pipe to the auxiliary reservoirs
and brake cylinders of the train is controlled by the engineer's valve. When
the air pressure in the main reservoir has reached a desired maximum it operates
a governor so as to stop the pump, and when the air pressure falls below the
desired maximum the governor operates so as to allow the pump to immediately
start again.
The quick action triple valve controls the passage of air from the train pipe
to the auxiliary reservoir or to the brake cylinder, as well as the passage of
air from the auxiliary reservoir to the brake cylinder and from the latter to
the atmosphere. Furthermore, this triple valve in some instances permits, the
escape of air from the train pipe directly to the atmosphere, as for example
when a rapid reduction of train pipe pressure is desired in order to produce a
sudden and forceful application of the brakes commonly known as an emergency
application.
I will now describe the specific construction of the various elements entering
into the completed braking system commencing with the pump or compressor:
This pump or compressor (Fig. 2) has the usual steam cylinder A and air
cylinder B, with their pistons A¹ B¹, and a rod C connecting the two. The two
cylinders are connected in fixed relation one to the other by means of rods 'c.
D is a steam chest preferably arranged on the head of the cylinder 'A, as shown
and may, if desired, be made integral therewith. It is preferred to form this
chest D in the shape of a uniform cylinder, closed at the ends by suitable
heads D1 D2 which may be bolted or otherwise securely attached to the chest I).
The chest has communication with a source of live steam through a' pipe E.
which, in the construction shown, enters the cylindrical steam chest through

page_text: the branch passages e, e¹ which communicate with the cylinder in proximity
to, but at opposite sides of the centre of its longitudinal length. Passages 'a, a¹,
connect the steam chest D with the cylinder A, the passage a extending to one
end of the cylinder A and the other passage a¹ extending to the opposite end
thereof. It will be noted that the passages a, a¹, connect with the steam chest D
at opposite sides of the centre of the length of the said chest and in different
transverse planes from the passages e, el. Two by-passages f f¹, connect the
ends of the steam chest with the cylinder A, one of them as f entering said
cylinder at a point where the piston A¹ just passes it at the completion of its
stroke in one direction, and the other f¹ entering at a point where the piston
just passes it at the completion of its stroke in the opposite direction. The
said by-passages, f, f¹, traverse cylinders f³, f³, containing piston-valves, as f*, fo.
the by-passages entering the said cylinders at one end where a valve-seat is
formed and leaving the cylinders at a point on the sides thereof removed from
the said end, so that when the piston-valves f, f³, are seated the by-passages
are closed and steam communication from the cylinder A to the chest D along
the by-passages is cut off. The cylinder 2 is connected to the passage a by a
branch passage a² which enters the cylinder 2 at the end thereof opposite the
valve seat, and the passage a¹ is connected to the cylinder f³ by a like passage a³
which enters the cylinder at the end thereof opposite the valve seat formed
therein.
The cylindrical steam chest D has exhaust ports d, d¹, leading from one end
thereof to the atmosphere, and similar exhaust ports d², d³, leading from the
other end portion to the atmosphere, the exhaust ports d, d¹, being situated in
transverse planes between the points where the passages a and f enter the
cylinder, and the ports ², d³, being situated in similar planes between the
entrance points of the passages a¹ and f¹. The ports d, d², are the main exhaust
ports through which the steam cylinder is exhausted and the ports d¹ d³ are the
auxiliary exhaust ports through which the ends of the steam chest are exhausted.
It will be readily understood that the partitions between the ports d, d¹, or
between d², da, might be removed, thus forming at each end of the steam chest
a combined main and auxiliary exhaust port, without in any way departing
from the invention, as the pistons h¹, h, would still open and close the exhaust
to the steam cylinder and the steam chest precisely as is done with the main
and auxiliary ports formed separately side by side."
Within the cylindrical steam chest D in the arrangement shewn in Figs. 1
and 2, are four piston valves h¹, h2, h3 and 4 rigidly connected together by a
rod H. The piston h¹ has a lug or projection i extending from its outer face
towards the end D¹ of the steam chest and the piston h has a like lug extend-
ing towards the end D2 of the chest. These lugs i, ¹, may be, and preferably
are mere extensions of the rod H and are of such length as to impinge on the
heads D1, D2, to determine the throw of the rod H, and the valves carried
thereby. The relative spacing of the pistons h¹, h², h³ and on the rod H and
of the several ports and passages leading into and out of the steam chest is such
that in the shifting of the rods and pistons as will be hereinafter described, the
passages a, a, f, f, are always open or unobstructed thereby, while the pas-
sages e, e¹, and exhaust ports d, d, d², d³ are alternately opened and closed.
The operation of the device as thus far described is as follows:--Assuming
the parts to be in the position shown in the Figure 2, live steam is entering the
cylinder A by way of passages E, e, steam chest D), (between piston-valves h¹, h²),
and passages a, and has driven the piston A¹ past the inlet to the passage fl
as shown. The cylinder A on the upper side of the piston A¹ and the passage a³
are exhausted through the passage a¹ and exhaust port d2, while that portion of
the steam chest lying between the piston h¹ and the head D¹ is open to exhaust
through port d'. The cylinders f³, f³, have a contracted opening on the side
adjacent to the passages f f¹, so that when the piston valves f, f5, are seated
there is a less surface exposed to pressure by way of by-passage f than is exposed

page_text: to pressure by way of branch passage a², the valve in this position forming in
effect a differential piston and therefore the live steam entering the cylin-
der f, through passage a², firmly holds the valve f to its seat even after live
steam has entered passage f. In f³, however, the pressure to the rear of piston
valve f5 is about that of the atmosphere, and hence when piston A¹, in assuming
the position shown, passes the mouth or port of the passage f¹ live steam from
the cylinder A enters passage f¹, throws the piston valve f to the position shown
and enters the steam chest D between the piston hand the head D. This will
cause the rod H and the four piston valves, h¹, h2, h3, h4 to shift, thereby shut-
ting off the flow of live steam to the cylinder A through the passages e and a,
and opening the said cylinder to exhaust through the passage a and port d.
At the same time the exhaust ports and d² are closed by the piston valves h¹, h
respectively, and the exhaust port d³ is opened, while live steam enters cylinder A
through the passages e¹ and a¹ and acts on the piston valve f5 by way of the
passage a³, whereby the said valve is closed and the piston A¹ starts on its reverse
stroke. During the time consumed by the piston A¹ in making its stroke, the
piston-valves f* and fo both remain seated, but when the piston A' has moved
a sufficient distance, live steam enters the passage f, shifts the piston valve f
and, entering the steam chest between piston h and head D', shifts the rod H
and its four pistons. It will thus be seen that upon each stroke of the piston A³,
the piston valves in the steam chest automatically shift so as to open the neces-
sary steam and exhaust ports to cause the reverse movement of the piston A¹.
Referring now to the compressing cylinder B, b, b₁ are ports communicating
with the atmosphere and with passages 63 within the walls of the cylinder B.
These passages 623, communicate with the interior of the cylinder at the re-
spective ends thereof. The ports b, b' are controlled by valves u, v, opening
inwardly, and immediately above the said valves are other valves 2, 23,
trolling communication between the passages 2, and a third passage R ex-
tending circumferentially around the cylinder B and preferably formed in the
thickened walls thereof. The seats for the valves r, 1, 2, 3, are preferably
formed in bushings a, a, inserted in position through openings y, y, closed by
plugs y¹, y, the relative positions of the plugs and valves being such that the
valves may be lifted from their seats by the incoming air but cannot be
displaced so as to fail to be properly reseated, because the valves 2, 3, prevent
them from rising too far. Likewise the plugs y', y, act as stops for the
valves v2, v3. The bushings have ports or openings therethrough and it
is by way of these openings that communication is had between the ports 6, 61,
and the passages, 63, the circumferential passage R is connected to a suit-
able reservoir by a pipe R¹ shown in dotted lines.
The operation of the compressor is as follows:-
con-
As the piston B₁ makes its stroke from the position shown to the opposite
end of the cylinder, the air is forced through the passage b³, raises the valve 23
and enters the passage R whence it is conveyed by the pipe R to the reservoir.
During the stroke of piston B', there is a tendency to create a vacuum in the
cylinder B behind the piston, thereby permitting the atmospheric pressure on
valve through the port 6 to lift the said valve from its seat, whereupon air
enters the cylinder B behind the piston B₁ by way of the port and the pas-
sage b2
The valve remains seated during this operation because the pres-
sure above the valve (that is the pressure in passage R) exceeds atmospheric
pressure which tends to raise it. At the end of the stroke the valves v, 3, return
to their seats by gravity, and upon the reverse stroke of the piston B¹ the com-
pressed air in the passages R and 2 firmly holds them seated, while the valve
is lifted to permit the compressed air to flow from the passage 2 to R, and the
valve is opened by atmospheric pressure to permit fresh air to enter the
cylinder B through the port and passage b³.
The particular advantages of this construction are as follows:-All the valves
of the steam chest as well as of the compressor are in a positions where they

page_text: may be readily reached for inspection and repair and, being free from springs,
are positive in their action and not liable to get out of order. The valves con-
trolling the passage of steam from the steam cylinder to the steam chest being
differential in their action insure a prompt and effective opening and closing
of the passages controlled thereby, and this acting in conjunction with the
peculiar arrangement of exhaust ports enables a very accurate and smooth
operation of the valve in the steam chest to be obtained. Since the entire valve
mechanism of the steam cylinder is mounted in the head of the cylinder it is
only necessary, in case of needed repairs, to remove the cylinder head to the
repair shop without otherwise disorganizing the pump. The great simplicity
of the entire device reduces the cost of construction and repairs to a minimum.
The air having been compressed by the pump into the main distributing
reservoir shown in Fig. 1, its passage from the said reservoir to the train pipe,
to the auxiliary reservoir and brake cylinders on the several cars of the train is
controlled by the engineer's valve, the construction and operation of which is
illustrated in Figs. 3 to 10 inclusive. Furthermore, the action of the pump
governor which allows the pump to start when the air in the main reservoir
is below the maximum pressure desired and stops the pump when such maximum
is reached, is also controlled by the valve.
but
In Figs. 3 to 10 A represents the bottom or base portion of the valve casing
having passages A¹ leading to the train pipe and A2 leading to the atmosphere,
which passages open through ports a', a², to the upper face of the said base piece,
in which face is formed the valve seat B for the valve B. C, (Figs. 4 and 6) is
a duct formed in the base piece A and opening to the valve seat B¹ through a
port, and leading to the casing C, of the wave discharge valve C. D is a
duct, also formed in the base A and having a port d opening to the valve seat B',
the outer end of the duct being designed to be connected to a pump governor,
shown in Fig. 1, which governor acts to stop the pump when the pressure in
the governor rises above a predetermined point, but permits it to start when
the pressure falls below such point. A3 is the top portion of the valve casing
and has a pipe A+ leading from the interior of the casing to the main reservoir
as shown in Fig. 1. The two parts A, A³, of the casing are united in any suit-
able way, as by bolts so as to form an air tight joint, and the valve B slides within
the valve chamber across the ports a¹, a², c, and d, formed in the valve seat B¹.
The valve B has formed in the bottom face thereof a recess or chamber 6 (Figs. 3
and 5) which recess has extending therefrom a duct b' of such a length that
when the valve is in graduating position (Figs. 7 and 8) the duct extends part
way over the port a thereby connecting the said port with the chamber
when the valve is in release, blank (Fig. 10) or excess (Fig. 9) positions, the
duct and hence the chamber 6 is out of communication with the port a¹.
second duct 62 extends from the side of the chamber in position to register
with or lie over the port c only when the valve is in graduating position (Fig. 8).
A third duct 3 opens to the face of the valve through two ports c, c², which
ports are oblong in shape and so situated that in both the excess (Fig. 9) and
the blank (Fig. 10) positions of the valve, they respectively register with, and
connect the port a¹ and c, but in all other positions of the valve one or both of
the ports c, c² are closed so that no air can pass through the duct b³ from the
port al
A fourth duct & communicates with the chamber 6 and with the face
of the valve through suitably spaced ports d', ²; in excess position (Fig. 9)
the port d' registers with the port d in the valve seat, and in graduating posi-
tion (Fig. 8) port d² registers with port d. In all other positions of the valve,
the ports and d do not register with port d. A fifth duct 65 extends from
the end of the valve inward and then downward opening to the valve face
through a port d³ which registers with the port d only when the valve is in
blank position (Fig. 10). It is to be observed, however, that when the valve is
in release position the port d is uncovered and is therefore in unobstructed com-
munication with the main reservoir.
A

page_text: E is a boss or hub turning upon a pin E¹ projecting upward from the top of
the valve B while the arm E² attached to the hub E telescopes with the hori-
zontal arm F on the shaft F1 which passes outward through a screw cap G in
the upper part A3 of the valve casing, suitable packing being provided so as
to permit the shaft to turn in the cap with an air tight joint. H is a handle
keyed to the shaft 1", which handle may be provided with a suitable form of
spring stop engaging in circumferential recesses h¹, h², h³, h and h³, see Fig. 4.
By throwing the handle to the left so that the spring stop thereon engages in
the recess h the valve is slid to release position; if the stop engages the recess hª
the valve is in graduating position (Fig. 8) from which it may be shifted to
either the blank or the excess positions (Figs. 9 and 10) by causing the stop to
engage in recess h³ or while by throwing the handle so that the stop engages
in the recess h³ on the extreme right the valve will be shifted to emergency
position.
When the brakes have been applied they may be released by shifting the
handle of the valve so that the spring stop thereon engages in the recess h¹.
"
..
"
In this position the full pressure from the main reservoir is permitted to enter
the train pipe and acts on the pistons of the triple valves to return them to
position to exhaust the brake cylinders and release the brakes. The engineer's
valve may remain in this position (marked "release" in Fig. 4) while the train is
running or until it is again desired to start the air pump to increase the pressure
in the main reservoir, which latter object is accomplished by moving the
engineer's valve from "release to excess position. When the desired pres-
sure has thus been attained in the main reservoir the valve may be moved to
"blank" ΟΙ "release" positions either of which stops the pump (by admitting
pressure to the governor) but will produce no other effect. When the move-
inents of the valve have taken place in the order just named, i.e., from "release
to " excess" and from "excess" to "blank," or direct from release to "blank,"
the brakes are off" and the train is in normal running condition, so that under
these circumstances release," " excess " and "blank" positions are all
"
<
39
"
"
"
33
run-
ور
ning" positions of the engineer's valve. In case, however, the valve is shifted
from release to graduating" or emergency" position and then moved
to excess or to "blank" position the brakes would remain applied while the
valve was in either of said last two positions, the only difference in excess
and blank" being that in the former the pump is working while in the latter
it is not. In neither of the positions would air be passing to the brake cylinders
though the pressure that was admitted thereto while the engineer's valve was
in emergency or graduating" position would be retained. It will thus be
seen that excess or "blank" positions correspond to what is known in the
art as "lap" position, provided the brakes have been applied before the valve
goes either to excess or "blank." By "lap" position is meant that posi-
tion of the engineer's valve which retains whatever air pressure may be in the
brake cylinders but does not permit more to enter.
"
"
66
"
Referring now to Fig. 6 the wave discharge valve C2, when seated, closes
communication between the duct C and the port leading through the casing C
to the atmosphere. The upper portion of the casing C¹ forms in effect a cylinder
which, in the form shown in Fig. 6 is connected to the duct C by means of a
by pass duct 4.
A piston Chaving a surface area considerably in excess of
that of the valve C2 works in the cylinder 03 and is connected to the valve C²
by a suitable stem as shewn. Preferably that portion of the cylinder C,
between the valve and piston is open to the atmosphere, as for example through
the port c³. While this construction of wave discharge valve is effective I
prefer, on account of its simplicity of construction, to use the form of valve
shown in Figs. 5a and 56 in which the valve casing C¹ has a chambered head or
cap C5 screwed thereon so as to clamp a diaphragm C between the cap and
casing.
This diaphragm may be made of any suitable material, (rubber coated cloth

page_text: being excellent for the purpose), and is perforated at its centre for the passage
therethrough of the valve stem which is clamped to the diaphragm by securing
the latter between a shoulder on the stem and suitable clamping nuts c. Instead
of the duct formed in the body of the valve casing as shown in Fig. 6, a
duct co passes from the face of the valve C³ up through the valve stem into
the chambered head C5 above the diaphragm. The space between the valve C
and the diaphragm C is preferably open to the atmosphere through the port c
as the valve C does not fit the casing air tight. It will be noted that in Figs. 50
and 56 as well as in Fig. 6 the port c³ is shown as of smaller area than duct C
the reason for which will appear hereafter.
If desired, the wave discharge valve may be directly attached to the train
pipe as indicated in dotted lines in Fig. 3, using either the form of valve shown
in Figs. 5a and 56 or that of Fig. 6. In this case the wave discharge valve
casing is not vented to the atmosphere when the engineer's valve moves to
graduating position, but the difference between the pressures exerted on the
discharge valve and on the abutment is so lowered that the wave or pulse of
air, occurring when the engineer's valve goes from graduating to excess or blank
position, is strong enough to momentarily open the valve. Of course the rela-
tive areas of the valve and the abutment as well of the vent port and the restricted
passage leading to the rear of the abutment are so adjusted that the pulse or
wave shall be able to open the discharge valve and secure the dwell on the
said valve necessary to discharge the said wave or pulse. The operation of
my improved engineer's valve is as follows:-
or
The valve being thrown to release position the ports a¹ and d are uncovered
and air is free to pass from the main reservoir to the train pipe and to the pump
governor, thereby operating the governor to stop the pump when the required
pressure is reached in the main reservoir and also shifting all the triple valves
in the train to release position, so that the brake cylinders are in communica-
tion with the atmosphere, and the auxiliary reservoirs are, through the "feed-in"
valves, in communication with the train pipe. If, now, it desired to make
a service application of the brakes the engineer's valve is shifted to the second
"graduating" position, (Figs. 7 and 8). This vents the governor to the
atmosphere through duct D, ports d, d, duct & chamber b and port a², and
thereby starts the pump; it also vents the cylinder C³ of the wave discharge
valve through ducts and C, port c, duct 2, chamber and port a² to the
atmosphere, and at the same time it permits air to escape from the train pipe
through port a¹, duct 6', chamber 6 and port a², and as soon as the pressure
in the train pipe has been lowered, say three pounds, the engineer shifts his
valve to excess or blank position, the former if he desires to increase the pres-
sure in the main reservoir, and the latter if such pressure is as high as he
desires it. The only difference in effect between the excess and the blank posi-
tions is that in the excess position (Fig. 9) the pump governor is vented to the
atmosphere and the pump is running to increase the pressure in the main reser-
voir, whereas in the blank position (Fig. 10) the port d is open to the main
reservoir through duct 65 and port d³ so that the governor stops the pump. In
both excess and blank positions the train-pipe is cut off from the atmosphere-
port a², and in both the train-pipe is connected through duct 63 with the duct C,
so that the pulse or wave of air, which would have a tendency to release
the brakes on the forward cars passes through the duct C, lifts the valve (
and causes a slight discharge of air to the atmosphere. Since, however, the
port is of less area than duct C, air is forced through the duct ct into the
cylinder C, and owing to the differential surfaces of the piston C and valve C2
the latter is quickly closed. Owing to the oblong shape of the ports c¹, c² of
the duct this action of the valve C takes place whether the engineers - valve
is shifted from graduating to excess or to blank position and in either of the
latter positions pressure is retained in the brake cylinders as in a service applica-
tion, provided the valve has first gone to graduating position. In case, however,

page_text: the valve has been shifted from release position to either blank or excess posi-
tion there will be no pressure in the brake cylinders. In this case also it will
be obvious that there will be no discharge of air through the wave discharge
valve because the cylinder C³ has not been previously vented. When the valve is
shifted from release to excess position the only effect is to vent the pump
governor to the atmosphere and allow the pump to start up so as to increase
the pressure in the reservoir. To shift the valve from excess to blank position
admits pressure to the pump governor and thus stops the pump, but the shifting
of the valve from release to blank position produces no effect whatever. From
the blank or the excess positions graduating action may be repeated or the
valve may be shifted to release or to emergency position. In the latter case
the main reservoir, the pump governor and the wave discharge valve are shut
off from each other, from the train pipe and from the atmosphere, while the
large chamber 6 is brought immediately over the ports a¹, a², so that an un-
restricted passage is provided from the train-pipe to the atmosphere, whereby
the sudden reduction of pressure necessary to secure the emergency throw of
the triple valves is obtained.
It will be noted that the valve seat in the part A of the valve casing is slightly
cut away at each end as shown at and y so as to provide for wear and avoid any
irregularities in the valve seat, and this wear will be even and equal throughout,
so that the valve will at all times form a close and effective joint with its seat,
thereby preventing leaks which would interfere with the accurate and reliable
performance of its numerous functions. As shown, the casing of the wave
discharge valve is attached to the casing of the engineers valve and communi-
cation is obtained between the train-pipe and the wave discharge valve only
through the engineer's valve, But the wave discharge valve may be attached
directly to the train pipe as shown in dotted lines in Fig. 3, in which case
when the pressure in the train pipe is lowered for graduating, pressure on the
upper side of the diaphragm would be also lowered through duct 6, and when
the valve B is shifted from graduating to excess, or blank, position the pulse
or wave of pressure caused thereby will lift the valve C2 from position shown
in Figs. 5a to that shewn in Fig. 5b and air will pass from the train pipe to the
atmosphere through the port 3 and also to the chambered cap C above the dia-
phragm through the duct of and owing to the difference in surface areas of the
valve and the diaphragm the former will be quickly closed.
Among the many advantages secured by the improved engineer's valve those
of simplicity of construction and accuracy of operation are regarded as of great
importance. Since the valve slides in a direct line the wear of the parts is
even and the leaks due to wear are avoided; whereas, in the structures hereto-
fore employed, in which the valve turns in the are of a circle upon its seat, the
wear of the parts is uneven and leaks result which occasion the improper and
inoportune functioning of the valve. Furthermore, the valve proper, consists
of a single block of metal having the proper ports and passages formed therein
and hence may be cheaply constructed. Another great advantage is due to
the peculiar form of the wave discharge valve and its co-operation with the
engineer's valve proper, whereby a differential pressure is secured to effectively
maintain the wave discharge valve closed and yet render it impossible for the
engineer to shift from graduating to excess or blank position without placing
the wave discharge valve in condition to promptly open and discharge the result-
ing air wave.
In Figs. 11 to 18 inclusive is shown the construction of the quick action triple
valve, in which figures, H is a valve casing having port A leading to the train
pipe A2, port B leading to the brake cylinder, B³, and ports C C leading through
port C to the atmosphere. Within the valve casing H is a main valve G having
the usual operating piston. G¹ working in the cylinder H' formed as an extension
of the valve casing H. The ordinary "feed-in passage is provided around
the piston G¹ whereby, when the parts are in charging position air may pass
"

page_text: from the train pipe thro' the valve casing H to the auxiliary reservoir I. In
addition to this feed in port h, between the train pipe and the auxiliary reser-
voir there is provided a somewhat restricted duct or passageway from the auxi-
liary reservoir to the train pipe which passage is controlled by a valve opening
towards the train pipe pressure. Any suitable conduit for conducting the air
from the auxiliary reservoir to the train-pipe side of the piston G¹ may be em-
ployed, and for this purpose is shewn a passage h¹ formed in the wall of the
valve casing and having a check valve h³ opening towards train pipe pressure.
The main valve G, has formed therein a chamber G2, communicating with a
somewhat smaller chamber, G³, and having a valve seat g² formed at their junc-
tion, while a passage F extends from the chamber G³ out to the end of the
valve G as shewn. The chamber G2 has a port A¹ opening therefrom to the
lower face of the valve while the chamber GB has two ports B¹ and D likewise
opening to the lower face of the main valve. The port D is situated between
and is much smaller than the ports A¹ and B¹, which may be about the same size.
Two ducts e, e, lead through the body of the valve from the passage F to ports E E
in the bottom face of the valve, the transverse distance between the ports E, E..
being exactly equal to the distance between the ports C, C, in the casing H.
On opposite sides of the chamber G³ in the body of the valve H, there are pro-
vided parallel ducts c, c, each having a port C' at one end and a port Cx at the
other. The distance between the ports C¹ and Cx from centre to centre is sub-
stantially equal to the distance from the centre of ports C to the longitudinal
centre of port B. A graduating valve 94 is attached to and moves with the
piston G¹, the said valve entering the chamber G2 and seating on the seat g²
as shown in Figs 11 and 13. Projecting forward from the graduating valve g*
is a reduced stem g5 which passes through the chamber G and enters the pas-
sage F fitting the same practically air tight and closing communication between
the ducts e, e, and passage F when the graduating valve g is on the seat g²,
as shown in Figs. 11 and 13, but uncovering the said ducts when the graduating
valve is unseated as shown in Figs. 12 and 14. The length of the stem gis
such that it is never entirely withdrawn from the passage F. The piston G¹
together with its stem and head G has a slight movement relative to the main
valve G. Thus when the parts are in the position shown in Fig. 11, there is
a small amount of lost motion between the piston G¹ and main valve G before
the head G contacts with the valve, and since the graduating valve G4 together
with the stem g move with the piston, this lost motion serves to unseat the
graduating valve and to draw the stem g5 back so as to uncover the ducts e, e.
On the reverse movement of the piston the main valve does not move until
the graduating valve is seated, after which the pressure of the piston is trans-
mitted through the graduating valve to move the main valve."
At the point where the train pipe proper enters the shell of the valve mecha-
nism a partition K is formed therein having an opening provided with a valve
seat k. A check valve is arranged in this opening but is normally held off,
its seat by a spring . The valve is held in the opening against the action
of the spring by the transverse pin extending through the wings of the valve
and engaging slots formed in a tubular valve casing preferably formed
integral. with the screw cap º.
The method of operation is as follows:-
Compressed air from the main reservoir on the engine is admitted to the
train pipe and forces the piston to its extreme right hand position shown in
Fig. 11, in which position the ports A, A, B, 1) and E E are all closed, while
the ports Cx Cx register with the port B, and the ports C¹ C¹ register with the
ports CC, thereby affording a free passage from the brake cylinder to the atmo-
sphere. The valve 2 is also closed by the pressure in the train pipe and air
passes from the latter through the feed in port h and the main valve chamber
to the auxiliary reservoir. This leaves all the parts in release or running posi-
tion, and if it is desired to make a service application of the brakes the engineer

page_text: slightly reduces the pressure in the train pipe through the engineers valve,
which reduction in pressure causes the piston G¹ to make a partial traverse of
its cylinder from right to left (see Fig. 12) and also opens the valve h². In
this position (Fig. 12) the ports E E register with C, C, the port D is over the
port B and the port A¹ is partially over the port A, so that train pipe air is
passing through the ports A, A, chambers G2, G3, and the ports D and B to
the brake cylinder. This, of course, has a tendency to further reduce the train-
pipe pressure to the point where it would cause the piston to take quick action,
as hereinafter described, but this tendency is counteracted by auxiliary reservoir
air, which passes through the conduit and valve to the train pipe, thus
reinforcing the train pipe pressure. At the same time that air is thus passing
from the auxiliary reservoir to the train pipe air is escaping from the former
to the atmosphere through the passage F, ducts e, e, and ports E E, C C. The
result is that the pressure on the auxiliary reservoir side of piston G1 falls
very slightly below that on the train pipe side and the piston shifts from left to
right, that is, from the position shown in Fig. 12 to that shown in Fig. 13,
thereby scating the graduating valve and closing the ducts e, e, by advancing
the stem g5 in the passage F. At the same instant the valve h³ also closes. The
escape of air from the train pipe to the brake cylinder and from the auxiliary
reservoir to the atmosphere is thus cut off, but without releasing the pressure
in the brake cylinder. If desired the operation may be repeated by again slightly
reducing train-pipe pressure through the engineer's valve. By restoring the
pressure in the train pipe to normal the ports may be returned to the position
shown in Fig. 11 and the air in the brake cylinder vented through port B,
ducts ec, and the ports C C to the atmosphere, thereby releasing the brakes.
If now it be desired to produce an emergency application of the brakes the
engineer reduces the pressure in the train pipe, some ten or twelve pounds,
thereby causing the piston G¹ to quickly shift from its extreme right position
(Fig. 11) to its extreme left position (Fig. 14). This opens the graduating
valve g. brings the port A¹ fully over port A and the port B' fully over port B,
thus suddenly venting the train pipe to the brake cylinder. and thereby securing
quick serial action of all the triple valves of the series. In this position no air
escapes from the auxiliary reservoir to the atmosphere because the ports E E
no longer register with the ports C, C, but the valve he is open and the auxi-
liary reservoir air passes therethrough to the train pipe and thereby reinforces
the pressure in the latter and consequently in the brake cylinder.
Should the pressure in the train-pipe be suddenly lowered by the breaking
of the train when the parts are in either of the positions shown in Figs. 11, 12
or 13 the check valve would be instantly closed by the interior pressure,
and the triple valve mechanism would assume the position shown in Fig. 14
and auxiliary reservoir air would pass through the conduit h¹ and thence through
the main valve to the brake cylinder.
It will be readily understood that the emergency throw of the piston G₁ and
valve G may be secured with equal facility from the release position (Fig. 11)
or graduating positions (Figs. 12 and 13).
In case the pressure in the train pipe is gradually lowered by reason of one
or more leaks along the pipe, air from the auxiliary reservoir will pass to the
train pipe through conduit h thereby maintaining the equality of pressure on
the opposite sides of the piston G¹ notwithstanding the constant lowering of
pressure in the train pipe due to the leakage. The piston G¹ will therefore
remain stationary and no pressure will be admitted to the brake cylinder. This
ability of the piston G¹ to move promptly upon a moderate or great reduction
of train pipe pressure through the engineer's valve, and its immobility when
pressure is slowly reduced by reason of. leakage in the train pipe, is of great
importance as it enables a train with a leaky train-pipe to be operated without
the annoyance and delay due to involuntary applications of the brakes.
One great advantage of this method of operating air brakes by simultaneously

page_text: conducting train pipe air to the brake cylinder and reinforcing the air pressure
in the train pipe with air from the auxiliary reservoir is that it may be carried
out with an auxiliary valve of great simplicity of construction, as will be readily
realized by inspecting the auxiliary valve of Figs. 11 to 18; a further advantage
is that in emergency applications of the brakes the air which is vented through
the triple valves from the train pipe to the brake cylinders to initiate quick
serial action does not meet any back pressure from auxiliary reservoir air, and
hence a fraction of a second is gained in the action of each triple valve, which
gain, in a train of fifty cars, would materially shorten the time required to stop
the train.
Figs. 19 to 22 illustrate a modification of the triple valve shown in Figs. 11
to 18. In the valve shown in Figs. 11 to 18 the train pipe is vented through
the triple valve to the brake cylinder to secure quick serial action. In the
modification Figs. 19 to 22 graduating air is taken from the train pipe to the
brake cylinder and the train pipe pressure reinforced from the auxiliary reser-
voir as in the construction of Figs. 11 to 18, but instead of venting the train
pipe to the brake cylinder alone to secure quick serial action, air is vented from
the train pipe through the triple valve to the atmosphere and to the brake
cylinder while the triple valve is making its emergency throw, the amount of
air thus escaping from the train pipe being sufficient to secure the prompt
emergency action of the next triple valve in the series.
Fig. 19 shows the valve in release position; Fig. 20 shows it in the act of
shifting to emergency position; Fig. 21 shows the ports in the bottom of the
valve casing; and Fig. 22 shows a bottom plan view of the valve. In these
figures H is a triple valve casing having formed therein a port A leading to
the train-pipe A, a port B leading to the brake cylinder B, and a port C lead-
ing to the atmosphere through passage C2. G is a slide valve operated in a
common and well-known way by the piston G moving in the cylinder H¹ and
having on its piston rod a head G₁ for engaging the valve to operate it, but
with a certain amount of lost motion between the piston and piston head on
the one hand and the valve on the other. The valve G has a port A' opening
from the face of the valve into a chamber G2 and ports B and D) from the face
of the valve opening into a chamber G. The port B is smaller than ports A¹
or and is situated between them, while the chamber G³ communicates with the
chamber G2 at one end and at the other end with a passage F, which extends
from the chamber G out through the end of the valve G as shown. Formed in
the body of the valve G and preferably on opposite sides of the chamber Ga
are ducts e, e, each having ports C and Cx opening to the face of the valve and
ports Cx Cx being oblong in shape for a purpose which will hereinafter be explained.
One or more and preferably two ducts c, e, lead from the passage F through the
body of the valve G to a port E opening out through the face of the valve. A
graduating valve is operatively connected to the piston G¹ so as to move there-
with, the said valve seating on the valve seat between the chambers G and G³,
and normally closing communication between the said chambers. There is a
forwardly projecting stem g¹ extending from the graduating valve g, through
the chamber G3 into the passage F so as to normally close the ducts e e.
stem g may be, and preferably is, formed integral with the graduating valve g
as shown in Fig. 19, or it may be in the form of a separate stem (Fig. 20) enter-
ing a central longitudinal bore in the graduating valve against the tension
of a spring g which has a tendency to eject the stem gl but is prevented by a
pin and slot connection g³. When this latter form is employed a valve seat g
is formed in the passage F and the end of the stem g' seats thereon. When the
integral stem construction of Fig 19 is adopted the stem preferably fits closely
in the passage F without abutting against a seat, though if desired a yielding
spring seat may be employed.
This
In making a graduating application of the brakes this modification acts
substantially like the construction shown in Figs 11 to 18. If however, it be

page_text: desired to make an emergency application of the brakes the engineer makes a
sudden large reduction (of say 8 to 12 pounds) in the train pipe by venting the
latter to the atmosphere through the engineers valve, thereby causing the piston
G¹, to quickly shift to the extreme left of the cylinder H', that is, the piston
makes its full traverse taking with it the main valve. In moving to this position
the port D is carried across port C while the port A¹ is still in register with
port A, so that during the time that the port D is crossing the port the train
pipe is in communication with the atmosphere through the ports A, A, cham-
bers G2, G3 and ports D, C and C as clearly shown in Fig. 20 which shows the
parts in the act of moving to the left as indicated by the arrow on the piston.
As the piston and main valve continue this movement the parts are shifted
from the position shown in Fig. 20 to the extreme left. In this latter position
the port has moved across port C and is no longer in register therewith and
the train pipe is therefore cut off from the atmosphere, but not until the pressure
in the train pipe has been sufficiently reduced to secure the prompt emergency
throw of the piston G₁ of the next triple valve in the series. In this position
the ducts c, c, are in free communication with the train-pipe through the ports
C, C¹, A, and in like communication with the brake cylinder thro' the ports Cx,
Cx, B, so that the air suddenly rushes in great volume direct from the train pipe
to the brake cylinder while auxiliary reservoir air rushes out through the con-
duit to reinforce the train pipe pressure. During the time that the air is
escaping from the train pipe to the atmosphere thro' ports A, A¹, chambers G2, G³
and ports D, C, and the train pipe air is also passing through the ports A,
C¹, C, ducts ce ports Cx Cx, B to brake cylinder as will be understood by
inspecting Fig. 20.
It will thus be seen that the reduction in the train pipe pressure upon which
quick serial action depends is secured by simultaneously conducting air both
to the atmosphere and to the brake cylinder. By opening the train pipe to
the atmosphere the rapidity of reduction in pressure necessary for serial quick
action is secured; and by simultaneously opening the train pipe to the brake
cylinder not only is the train pipe pressure rapidly reduced, but the pressure
also commences to rise (and hence breaking action is secured) before the triple
valve has finished its travel to emergency position. This is rendered possible
by the oblong shape of the ports Cx and the size of the port A.
It will be readily understood that in case the train breaks in two, the interior
pressure quickly closes the valve against the tension of its spring, and the
triple valve and its piston assume the position shown in Fig. 20 and the auxiliary
reservoir air passes to the brake cylinder by way of conduit and ducts c c.
From the foregoing it will be perceived that this improved method is cap-
able of being carried out in actual practice by an exceedingly simple apparatus,
and that therefore the first cost, as well as the chances of defective operation
are reduced to a minimum.
In the modification shown in Figs. 23 to 27 inclusive, train pipe air is vented
through the triple valve to the atmosphere while the valve is making its emer-
gency throw, the reduction in train pipe pressure thus secured being sufficient
to cause the quick serial action of the next triple valve in the series. In this
modification, however, the air from the auxiliary reservoir is not used to rein-
force train pipe pressure, nor is the latter used for breaking purposes, braking
action being obtained entirely by air passing from the auxiliary reservoir direct
to the brake cylinder.
In this modification the valve casing has three ports A, B and C, A leading
to the train pipe A2, B to the atmosphere through passage B2, and C to the
brake cylinder passage 02. G is the main valve operated in the usual and
well known manner by the piston G¹ which has lost motion connection with the
valve through the head G+, as shown. Within the main valve is a chamber G².
connecting with a chamber G3, which in turn connects with a passage or duct F
leading from the chamber G³ to the lower or operating face of the main valve.

page_text: A is a port opening from the face of the valve into chamber G2, B¹ a like port
opening into chamber G³, and C a port opening into passage or duct F. Side
ducts lead from the passage or duct Fout through the sides of the main valve
to the valve chamber E which is in free communication with the auxiliary
reservoir through passage E. There is also formed in the body of the main
valve one or more ducts, in this case shown as two ducts d d Fig. 26 which
ducts open to the face of the valve through ports 1, 1, and D¹ D', the distance
between ports D¹ and D being substantially equal to that between ports B and C.
The graduating valve consists of a part 9 which is attached to the piston G¹ as
shewn and enters chamber G2 and seats as a valve on a valve seat formed at
the junction of chambers. G³ and G³. Projecting forward from the part g,
and through chamber G³ into passage F, is a stem g', shown in this instance as
entering a longitudinal bore in the part g against the tension of a spring y²
and held in position by a pin and slot connection 3. This stem seats as
a valve on a valve seat f in the passage or duct F. The lengths of the parts g g¹
are so arranged that when the piston Gabuts the valve G (see Fig. 23) the
valve
is seated so as to close communication between chambers G2 G3, and the
valve is seated so as to close communication between duct F and ducts f f,
but when the head G4 abuts the valve G (see Fig. 24) the valves g, g¹ are unseated
and communication between chambers G2, G3, and between ducts F, f, f, is
opened. The usual feed-in port h is provided for the purpose of charging the
auxiliary reservoirs from the train pipe.
The operation of the device is as follows:- The parts being in the position
shown in Fig. 23 air passes from the train pipe to the auxiliary reservoir through
the feed in port h and the brake cylinder is in communication with the atmo-
sphere through ports C, D', D¹, ducts d, d, and ports 1), D, B. If now the
pressure in the train-pipe be slightly lowered through the engineer's valve the
piston Gwill move towards train pipe pressure.
The first effect of this move-
ment will be to unseat valves g, g', after which head G will contact with valve G
and move it along until port C registers with port C, at which time the pressure
on opposite sides of the piston G¹ will be equalized and it will come to rest,
and air will flow from the auxiliary reservoir through the valve chamber E,
ducts ff and F and ports and to the brake cylinder, the latter being no
longer in communication with the atmosphere because ports 1 D¹ do not now
register with ports B and C. This passage of air from the auxiliary reservoir
to the brake cylinder soon causes the pressure on the auxiliary reservoir side of
piston G¹ to fall slightly below train pipe pressure, whereupon said piston shifts
slightly to the right, thereby seating the valve gl on the seat fl and closing the
ducts ff, and preventing the passage of any more air from the auxiliary reser-
voir. If desired this graduating action for service applications of the brakes may
be repeated by again slightly lowering train pipe pressure through the engineer's
valve. To release the brakes, pressure in the train pipe is raised by permitting
air to flow thereinto from the main reservoir and return the parts to the position
shown in Fig. 23. To make an emergency application of the brakes a large
reduction of from 8 to 12 pounds is made in train pipe pressure by permitting
air to escape rapidly through the engineer's valve and the preponderance of
pressure on the auxiliary reservoir side of piston G¹ causes it to quickly shift
from the position shown in Fig. 23 to the extreme left, that is, to make the full
traverse of its cylinder H. In making this traverse it unseats valves g glas
before and then shifts the main valve G so that the port C is uncovered. While
the valve G is thus shifting from the release to the emergency position port A¹
passes over port A, and port 131 simultaneously passes over port B, thereby
directly connecting the train pipe with the atmosphere through ports A, A,
chambers G2, G3, and ports B, B¹, and air thus escaping from the train pipe
serves to lower the pressure therein sufficiently to cause the next triple valve
in the series to take quick action. As the main valve continues to shift towards
the left, ports A', and B¹, are carried out of register with ports A and B respec-

page_text: tively and air ceases to pass from the train pipe to the atmosphere. It will
thus be seen that before the piston of the first valve in the series has reached
its full traverse the reduction in train pipe pressure necessary to cause the
second valve in the series to take quick action has been secured. It will also
be noted that the entire valve mechanism is made up of the main and graduating
valves and the operating piston therefor, and that all the functions heretofore
obtained from quick action triple valves, are secured without the complications
due to check valves, auxiliary valves and operating mechanism therefor. In
returning the parts from emergency position to release position shown in
Fig. 23 the valve g closes communication between chambers G2 and G³, so that
as ports A¹ and B₁ pass over ports A and B respectively, on the return movement,
no air is allowed to escape from the train pipe to the atmosphere.
In Fig. 28 is shown a modified form of triple valve constructed to admit com-
pressed air from the auxiliary reservoirs to the brake cylinder for both service
and emergency applications of the brakes combined with an exhaust valve con-
trolling communication between the train pipe and the atmosphere, which
valve is combined with a differential piston actuated by train pipe pressure to
hold the exhaust valve closed during ordinary running or service application
of the brakes but which is subjected to an opening pressure exceeding train
pipe pressure when the triple valve is thrown to emergency position. This
exhaust valve is of the poppet form and is held to its seat by train pipe air in
a chamber or cylinder behind the valve, which chamber communicates through
a restricted passage with the train pipe. Upon the movement of the triple
valve for an emergency application of the brakes a plunger attached to the
motor piston of the triple valve acts to compress a column of air to a degree
exceeding train pipe pressure and this column of air, acting on the exhaust
valve opens it and holds it open until the pressure of said column of air is reduced
(by a leak or exhaust provided for that purpose) to a point where it is overcome
by the pressure in the closing chamber, when the exhaust valve is promptly closed
by the pressure in said chamber.
Referring to Fig. 28, a valve casing is formed by uniting in any approved
way the two castings A, A, B is the triple-valve chamber, C the piston chamber,
and D the main-valve having the service and graduating passage and the
exhaust passage . E is the motor piston, e the piston stem and E the valve
operating head connected thereto, while F is the passage leading to the train
pipe, G the passage to the auxiliary reservoir, H the passage to the brake
cylinder, and I the vent passage leading to the atmosphere. Communication
is established between the brake cylinder and the atmosphere through passage H,
port passage d, port and passage I, while at the same time compressed air
from the train pipe enters through the passages F, f, chamber C, feed in port c,
valve chamber B and passage G to the auxiliary reservoir. In service applica-
tion of the brakes ports and i are disconnected and air passes from the auxi-
liary reservoir through passages G, valve chamber B, restricted passage din
main valve D, port h and passage H to the brake cylinder, while in emergency
application the air passes from the auxiliary reservoir through passage G, port h
and passage H to the brake cylinder.
Owing to the lost motion between the piston stem head E¹ and the main
valve D the power in the brake cylinder during service applications may be
graduated thro' the action of the graduating valve K which controls the port
leading into the restricted passage d from the valve chamber B.
Opening out from the piston chamber C, and on the side thereof opposite
the triple-valve chamber B, is a port M which leads into a chamber Y, which
chamber has direct communication to the atmosphere through the passage y.
In the chamber Y and opposite the port M, is a cylinder W within which "a
piston V snugly fits. As shown, this cylinder W is formed in a screw cap
attached to and projecting within the chamber Y, and formed with the shoulder w

page_text: which limits the throw of the piston V and provides a cushioning air space W
even when the valve and piston Vare in their rearmost position.
The piston has a hollow stem which is closed at the end where the
piston is attached and open at its other end, and which bears an annular valve vl
which surrounds the hollow stem and normally seats upon and closes the port M.
The interior diameter of the hollow piston stem is considerably less than
the port M, and a plunger E2 attached to the piston E passes through the port M
and enters the hollow stem 2, the fit of the plunger E2 in the hollow stem
being such that air may pass into or out of the hollow stem around the plunger E2.
The cylinder W behind the piston V is in communication with the train pipe
through the restricted passage w formed in the walls of the chamber Y. The
air passing through this passage w is adjustably controlled by the screw plug ell
having a conical point extending into the passage, so that the area of the
passage at this point may be regulated by turning the nut. The operation of
the device is as follows:-
When, in service application of the brakes, the train-pipe pressure is slightly
reduced and the piston E makes a partial traverse the plunger enters the
hollow stem Ve and slightly compreses the air in said hollow stem, but by reason
of the loose fit of the plunger in the hollow stem the air in the latter escapes
into the chamber C without any movement being imparted to the piston V,
and consequently the valve v remains seated. When, however, the pressure in
the train pipe is suddenly and considerably reduced, and in consequence the
piston E makes its full traverse, the plunger E enters the hollow stem to
such an extent that the air in the stem is greatly compressed and this air so
compressed reacts against the closed end of the stem and forces the piston V
rearward thereby raising the valve off its seat and opening the port M. The
air in the train pipe then escapes to the atmosphere through the passages F. f
chamber C, port M, chamber Y, and port y. Because of the loose fit of the
plunger E in the hollow stem 2 the compressed air in the hollow stem escapes
more rapidly from behind the plunger E2 than does the air in the cylinder W
from behind the piston V, and as soon as the pressure in front of the piston V
is overcome by that in the cylinder W, the piston V, piston stem and valve l
will be moved from the open or venting position to the closed position. When
compressed air is again admitted to the train pipe the valve is held in its closed
position by reason of the fact that the area of the piston V exposed to pressure
in the cylinder W, and which tends to hold the valve closed is greater than that
which is exposed to a like pressure from the opposite side, which tends to open
the valve, that is, it is a differential piston with the greatest surface acting to
close the valve. It will be observed that there is no connection between the
valve and the piston E and that the valve may be and is closed when the
piston is in its normal position, in position of partial traverse, or in position of
full or final traverse.
In the modification shown in Fig. 29 the train pipe is vented to the brake
cylinder rather than to the atmosphere. For this purpose the exhaust port y
is connected by any suitable passage as z with the brake cylinder port H, a
check valve z being interposed in said passage in order to prevent the escape
of air from the brake cylinder when the train breaks in two.
In Fig. 30 is illustrated a construction of valve wherein. upon a full traverse
of the triple-valve piston, train-pipe air passes directly through said piston
to the brake cylinder without entering the triple valve chamber and reaches
the brake cylinder in advance of air from the auxiliary reservoir, thereby secur-
ing a greater maximum pressure in the brake cylinder and a quicker serial
venting of the train pipe. In said Fig. 30 A is the triple-valve casing, B the
triple valve which may be of any desired construction, C the valve operating
piston, D the passage leading from the train-pipe, E the passage leading to the
auxiliary reservoir, and F the passage to the brake cylinder. Gis the vent
port leading to the atmosphere, normally in communication with the brake

page_text: cylinder but when the brakes are to be applied either in emergency or service
stops such communication is closed. The piston C, has an opening through
its centre and a hollow stem C₁ extending therefrom through the triple valve
chamber B and fitting air tight in a cylinder H formed in the end of the valve
casing adjacent to the passage F. On the front or train-pipe side of the piston C
and surrounding the opening therein is a tubular extension C around the inner
margin of which, and near the opening in the piston C, is formed a valve seat I,
upon which is seated a valve K having a cylinder k projecting therefrom into
the tubular extension C and being preferably guided therein by wings which
centre the cylinder k in the extension C and at the same time allow air to freely
pass through said extension and through the piston C when the valve K is un-
seated. Attached to the opposite side of the valve K from the cylinder kis
a piston working in a cylinder 3 formed in an enlargement of the hollow
stem C. The cylinder at the rear of piston is in direct communication
at all times with the train pipe through the passage while the cylinder to the
front of piston k is at all times in communication with the brake cylinder
through the space between the hollow piston stem C and the cylinder ³,
and through the hollow stem C₁ past the check valve ', cylinder H and passage h,
leading from the said cylinder H to the passage F. For convenience in con-
struction the head A¹ of the valve casing A is formed with a chamber a¹ therein,
which chamber is closed on its outer side by a screw plug a² which has an inward
extension a loosely entering the cylinder on the valve K, and forming in
connection with said cylinder, a kind of dash pot. It will be observed that the
internal cross sectional area of the tubular extension C is less than the cross
sectional area of the cylinder 3, and that when the valve K is seated as shown
the area of the valve exposed to train pipe pressure is less than the area of the
piston exposed to a like pressure in the cylinder, and consequently the
valve K is held on its seat.
The operation is as follows:--
Suppose the parts to be in position shewn with the brakes released. The air
at train pipe pressure of, say 70 pounds will enter all the spaces and passages
of the triple valve and casing except hollow piston stem C' cylinder H, passages h
and F, all of which will be exhausted to the atmosphere through port G and the
exhaust duct g of the triple valve. If now, the pressure in the train pipe be
suddenly lowered, say ten pounds, for the purpose of securing an emergency
application of the brakes, the 70 lbs. pressure in the auxiliary reservoir and
triple valve chamber will cause the piston C to quickly make its full traverse to
the left thus operating triple valve in the well known way to close the exhaust,
and open communication from the auxiliary reservoir through the triple valve
chamber and port to the brake cylinder. By the sudden movement of the
piston C the cylinder kis forced down over the plug a³ and the air in the
cylinder is so greatly compressed as to overcome the train pipe pressure on
the piston in the cylinder and the valvo is therefore unseated and the
train pipe air passes around the cylinder through the hollow piston stem C¹
cylinder H, check valve ¹, and passage to the passage leading to the brake
cylinder. It will be noted that the track of the air from the train pipe to the
brake cylinder is comparatively unobstructed while the air from the auxiliary
reservoir to the brake cylinder has to pass through the restricted port b.
The result of this is that the volume of the air from the train pipe reaches the
brake cylinder in advance of the air from the auxiliary reservoir, thereby in-
creasing the volume of air taken from the train pipe to the brake cylinder,
which results in an increase in the ultimate pressure on the brake cylinder as
well as quickening of the serial venting of the train pipe throughout the train
because the air in passing from the train pipe into the brake cylinder encounters
little or no pressure from the auxiliary reservoir. Owing to the loose fit of
the piston plug in the cylinder the air therein which has been momentarily
compressed to a point above train pipe pressure escapes thereby establishing

page_text: When this
an equilibrum of pressure within the cylinder k and the train pipe.
equilibrum has been established the differential pressures on the valve K and
the piston will cause the seating of the valve. This differential pressure is
due to the fact that the passage between the cylinder and the train pipe is
so restricted that the pressure in the train pipe is more rapidly reduced than
is the pressure in said cylinder which latter pressure has been primarily
increased by the opening action of valve K when assuming emergency position.
If desired, however, instead of placing sole reliance upon such differential pres-
sures to close the valve K, a light spring may be placed in the cylinder behind
the piston. It will of course be understood that the passage is not a
restricted channel but is a space extending around the cylinder 3 and has a cross
sectional area substantially equal to that in the tubular extension around the
plug a³ when the valve K is open so that the train pipe air has an unobstructed
passage on its way to the brake cylinder. Should the train break in two or the
train pipe be otherwise broken the check valve b would prevent the escape of
air from the brake cylinder and consequent relcase of the brakes. When a
light spring is employed in the cylinder behind the piston k the check valve
may, if desired, be dispensed with.
In Figs. 31 and 32 a form of triple valve is shown which vents the train pipe
to the brake cylinder without the use of an exhaust valve, the exhaust from the
train pipe being controlled by the main valve itself, thereby greatly simplifying
the construction and cost of the device. In said Figs. 31 and 32 A is the valve
casing, B is the passage leading to the train pipe C the passage to the auxiliary
reservoir D that to the brake cylinder, and E a passage to the atmosphere. In
the valve chamber F are 4 ports, viz. :-b, leading to the train pipe passage B;
6 to a passage B₁; d to the brake cylinder, passage D; and to the exhaust
passage E. Within the valve chamber F is a single valve G arranged to move
over and control the passage of air through said ports b, b, d, and e, said valve G
being actuated by piston H moving in cylinder I forming an end extension of
the chamber F, which piston has a piston rod h having lost motion connection
with the valve G. Attached to said piston H is a graduating valve g controlling
a port gl connecting a duct g in the valve G with the valve chamber F. Besides
the duct g there are two other ducts g³, and y', formed in the valve G. One of
these ducts, g³, is of a proper length to connect the port d with the port e when
the parts are in release position, as shown, and the other duct g, is of a proper
length to connect the ports 661 when the parts are in emergency position. It
will be observed that the duct g2 has no communication with the valve chamber F,
and hence none with the auxiliary reservoir, except through port g', and that
both of the ducts 93 and 9 are at all times entirely shut off from the auxiliary
reservoir. It will also be noted that when the ports d and e are connected by
duct 3 ports 6 and are both closed by the face of the valve G, when the
port is connected to the duct g³, ports b, b and e are closed, that is, are cut off
from each other. When the parts take emergency position, however, the duct g*.
connects ports b, b1, and the port d is opened to permit the passage of air from
the auxiliary reservoir to the brake cylinder. The passage 61 is connected to
the passage D through a port D¹ controlled by a spring pressed check valve d¹
opening from the passage B¹ towards or into the passage D.
The operation is as follows:-
When it is desired to charge the auxiliary reservoirs air is admitted at the
engineer's valve into the train pipe and passes through passage B into cylinder I
forcing piston H in the position shown, thereby uncovering feed-in port f,
through which the air passes into the valve chamber F and thence to the auxi-
liary reservoir by way of passage C. The brake cylinder is exhausted to the
atmosphere through passage 1), port d, duct g³, port e and passage E and pas-
sage B is likewise exhausted because of its connetion with passage D, through
port D1, the valve d' readily yielding to light pressure to allow any pressure
in B' to escape to D. When it is desired to moderately apply the breaks either

page_text: for checking the train on down grades or for making an ordinary service stop
the engineer reduces the pressure in the train pipe one or two pound by allowing
a proper amount of air to escape at the engineers valve, whereupon tlie pre-
ponderance of pressure on the piston H is on the auxiliary reservoir side and
this causes the piston to shift from the position shown and to traverse a part
only of the length of the cylinder. This movement of the piston H has
served, first, to uncover port g¹ by withdrawing graduating valve g which, owing
to the lost motion between the piston H and valve G, has. a slight motion rela-
tive to said valve G; and second, to shift valve G so as to cause duct g² to register
with port d, thereby permitting air to pass through, the restricted port g', duct g³
and port d to the brake cylinder. This escape of air from the auxiliary reservoir
effects a small reduction of pressure therein and causes the piston to move slightly
to the right, thereby closing the graduating valve g over the port g', but not
moving the main valve G. This prevents the further egress of air from the
auxiliary reservoir to the brake cylinder, but does not connect the exhaust pas-
sage E with the brake cylinder.
Should an occasion arise for making an emergency application of the brakes
the engineer opens his valve so as to cause a sudden reduction or ten or twelve
pounds in the train pipe pressure, thus destroying the equilibrium of pressure
on the opposite sides of the piston H, the pressure on the auxiliary reservoir
side exceeding that on the train pipe side by ten or twelve pounds per square
inch. This causes the piston H to suddenly traverse the full length of its
cylinder I from the position shown on the extreme left, whereby the exhaust
passage E is closed, the port d is uncovered, thus opening communication between
the auxiliary reservoir and the brake cylinder, and the duct g¹ connects ports b
and thereby connecting the train pipe passage B with the brake cylinder
passage D through the passage B. The ports b, o, are much larger than port d
and the air from the train pipe therefore rushes through said ports on the way
to the brake cylinder much more rapidly than the auxiliary reservoir air passes
through the port d, thereby securing the rapid reduction in train pipe pressure
under each car on which reduction the quick serial action of all the triple valves
in a long train depends. By thus permitting the train pipe air to reach the brake
cylinder in advance of any considerable pressure due to auxiliary reservoir air
the maximum amount of pressure from the train pipe is secured and the time
required for the serial action of all the triple valves is reduced to the minimum.
It will thus be seen that with only two valves, the main valve G and the
graduating valve I secure all the functions of the ordinary triple valve, and
in addition thereto I control, with the same main valve G, the passage of train
pipe air from the train pipe to the brake cylinder, and that both the main and
the graduating valves are controlled in all their movements by the operating
piston H which in turn is controlled solely by air pressures in the train pipe
and the auxiliary reservoir. It will also be noted that the extreme simplicity
of the device greatly reduces the liability to get out of order and make it cheap
to manufacture.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed, I declare that what
I claim is
1. The method. herein described of operating air brakes for railway trains
which consists in compressing the air in a suitable reservoir, allowing it to pass
therefrom through the train pipe to auxiliary reservoirs on the train, then
rapidly admitting train pipe air at train pipe pressure to the brake cylinder and
simultaneously reinforcing the air pressure in the train pipe with air from the
auxiliary reservoir.
2. In a railway air brake system an air compressor constructed and operating
substantially as herein described and illustrated in Fig. 2.

page_text: 3. The combination of a steam cylinder and its piston with a steam chest, a
steam valve alternately admitting steam to opposite side of said piston, main
and auxiliary exhaust ports in opposite ends of said steam chest, piston valves
connected to said steam valve and controlling said exhaust ports and means
alternately admitting steam to said piston valves from opposite ends of the
steam cylinder, the air cylinder having suitable inlet and outlet ports, and a
piston in said air cylinder, connected to and actuated by the piston of the steam
cylinder.
4. In a railway air brake system, an engineer's valve constructed and operat-
ing substantially as herein described and illustrated in Figs. 3 to 10 inclusive.
5. The combination of the engineer's valve and its casing a wave discharge
valve and its casing, said wave discharge valve normally seating against train
pipe pressure, with a movable wall attached to but exceeding in area the wave
discharge valve said wall being exposed when the engineer's valve is in lap
position to train pipe pressure on one side and to a less pressure on the other,
and means for venting the pressure on said wall to the atmosphere when the
engineer's valve is in graduating position.
6. In an engineer's valve the combination of a valve casing in free communi-
cation with the main reservoir, and having ports leading to the train pipe, the
atmosphere, the pump governor and to a wave discharge valve, with a sliding
valve in said casing moving over said ports and having ducts therein which
simultaneously connect the train pipe, pump governor and wave discharge ports
to the atmosphere port in one position, and the train pipe port to the wave
discharge port and the pump governor port to the atmosphere port in another
position.
7. The combination of a train pipe having a wave discharge port opening to
the atmosphere, a valve normally closing said port, a piston attached to said
valve by a suitable stem, said piston exceeding said valve in area a large duct
conducting train pipe pressure to the valve face, a restricted duct conducting
train pipe pressure to the opposing face of the piston, and a duct connecting the
space between the valve and piston to the atmosphere.
8. In a railway air brake system a triple valve constructed and operating
substantially as herein described and illustrated in Figs. 11 to 18 inclusive.
9. In a railway air brake system, the combination of the train pipe, auxiliary
reservoir and brake cylinder and a conduit connecting the auxiliary reservoir
with the train pipe having a valve therein opening towards train pipe pressure,
with a main valve having ports which connect the brake cylinder to the atmo-
sphere only when the parts are in release position, other ports which connect
the train pipe to the brake cylinder upon a slight reduction of train pipe pres-
sure, and a port connecting the auxiliary reservoir to the atmosphere upon a
like reduction of train pipe pressure, whereby service application of the brakes
may be secured with pressure taken direct from the train pipe.
10. In a triple valve mechanism for air brakes, the combination of means
simultaneously admitting air from the train pipe to the brake cylinder, from
the auxiliary reservoir to the train pipe and from the auxiliary reservoir to the
atmosphere upon a slight reduction of train pipe pressure, but which upon a
great reduction of train pipe pressure admits air from the auxiliary reservoir
to the train pipe only and from the latter to the brake cylinder.
11. The modification described and illustrated in Figs. 19 to 22 inclusive.
12. The combination of the train pipe, and a series of auxiliary reservoirs
and brake cylinders, with means venting the train pipe to the atmosphere at a
plurality of places along the pipe, and means simultaneously conducting air
from the train pipe to the brake cylinders and from the auxiliary reservoirs to
the train pipe, as illustrated in Figs. 19 to 22.
13. In a railway air brake system the combination of the train pipe, the brake
cylinder, the auxiliary reservoir, and a passage conducting air from the auxi-
liary reservoir to the train pipe, with the triple valve, casing having ports lead-

page_text: ing to the train pipe, to the brake cylinder and to the atmosphere, a triple
valve having a passage connecting the train pipe and atmosphere ports during
the traverse of the valve, and a second passage in said valve connecting the
train pipe and brake cylinder when the valve has completed its traverse, as illu-
strated in Figs. 19 to 22.
14. The modification described and illustrated in Figs. 23 to 27 inclusive.
15. In a railway air brake system, the combination of a train pipe, brake
cylinder and auxiliary reservoir, with a main valve which while shifting from
release to emergency position opens communication between the train-pipe and
the atmosphere so as to vent the train pipe and secure quick serial action and
then closes such communication and opens a passage from the auxiliary reservoir
to the brake cylinder, as illustrated in Figs. 23 to 27.
16. The modification described and illustrated in Fig. 28.
17. The modification described and illustrated in Fig. 29.
18. The modification described and illustrated in Fig. 30.
19. The modification described and illustrated in Figs. 31 and 32.
Dated this 17th day of July 1899.
JOHNSONS & WILLCOX,
47, Lincoln's Inn Fields, London, W.C., Agents.