Improvements in or connected with Railway Brakes.
Year: 1889

page_text: PROVISIONAL SPECIFICATION.
Improvements in or connected with Railway Brakes.
I, LEON SOULERIN of 4 Rue Marsolier Paris in the Republic of France, Engineer
do hereby declare the nature of this Invention to be as follows:-
A quick acting distribution valve for railway brakes worked by compressed air is
constructed according to this Invention with three sets of valves and pistons, the
relative areas of which are suitably proportioned to enable them to operate as herein-
after described. These valves and pistons are arranged in a suitable casing either
formed in the main or brake pipe itself so as to form au integral part therewith or
connected to the main by a suitable branch pipe or union, and communicating through
separate passages with the brake cylinder and the auxiliary reservoir. One set of
valves and pistons is arranged at the lower part of the casing and consists of an upper
and lower piston provided with cup leathers and working in separate cylinders,
being connected by a stem working in suitable guides. The space above the upper
piston communicates directly with the brake pipe and the underside of this upper
piston acts as a valve being provided with a packed face or gasket which shuts down
on a seat formed at the sides of an orifice connecting the space above the lower piston
with the space below the upper piston, the under side of the lower piston being open to
the atmosphere..
In a line with these pistons there are arranged two other pistons of different areas
provided with cup leathers and connected by a screwed rod working through a
partition separating a chamber above the lower of these two pistons from the space
below the upper piston. On this rod works a sleeve carrying a third or intermediate
piston of smaller area connected to a valve controlling the passage from the main or
Erake pipe to the exhaust. The underside of the lower piston is in direct communi-
cation with the brake pipe.
At the side of this series of pistons and valves there are arranged three other pistons
of unequal areas connected in line with one another on the same rod or stem. The
upper side of the upper piston and the lower side of the lower piston are open to
atmospheric pressure through small orifices in the covers of the cylinders. When
these pistons are at the bottom of their stroke a valve connected to the middle piston
is opened and places the brake cylinder in communication with the exterior through
an exhaust provided in the space under piston rod packing between the uppermost
and the middle one of the three pistons and when this position of the pistons is
reversed and the valve closed, the air contained in the brake cylinder can enter the
main pipe by passing round the cup leather on the middle piston which is immediately
underneath the said valve. The space under the upper piston is always in communi-
cation with the brake cylinder through a suitable passage.
When the train is running the compressed air from the main or brake pipe supplies
the auxiliary reservoir by passing round the cup leathers of the upper piston of the
pair of pistons firstly described, and of the lower piston of the series of three pistons
secondly described and through channels in the sides of the casing. The pressure
maintains the second or uppermost set of pistons in their highest position, and the
first set of pistons in their lowest position so as to preserve the communication between
the brake cylinder and the atmosphere.
In order to apply the brakes gradually the pressure in the main must be modified
or reduced so that the resultant of the pressures tending to depress the second set of
pistons and valves is less than the force which maintains the piston carried by the
sleeve herein before referred to in its highest position and that the exhaust cannot take
place except through the working or controlling valve. This result is obtained by.
regulating the escape at this valve, so that the loss of pressure which would cause the

page_text: said piston to move may not act until after a certain amount of pressure has been
produced in the corresponding brake cylinder. The pressure exerted under the upper
piston of the second series (or that connected to the valve controlling the communi-
cation between the main and the atmosphere) goes on increasing and the pressure of
the brake blocks can be graduated as required.
In order to apply the brakes suddenly the working valve is put fully open at once
thus producing a sudden loss of pressure in the main, and causing the upper pistons
and valves of the said second series to descend and draw down the piston carried by
the sleeve before the passage communicating with the auxiliary reservoir has been
able to supply a sufficient volume of air to produce any considerable pressure on the
under side of the upper piston of the series. The main then discharges through the
outlet passage and the same action takes place in all the distributors in succession
with a rapidity proportionate to the area of the outlet passages. A valve may be
placed under the upper piston to prevent the escaping air from passing into the
cylinder.
To release or take off the brakes when they have been put full on, a relatively
small pressure is introduced sufficient to act upon and raise the second series of
pistons, the uppermost of whicb acting as a piston valve uncovers ports, allowing
air to escape from under this upper piston of the second series and around the cup
leather of the middle piston of the third series into the main or brake pipe, until this
third series is caused to descend in consequence of the increase of pressure in the
main after which the air escapes into the atmosphere through the passage controlled
by the valve moving with the said piston.
When the brakes have not been put on hard the air simply escapes through the
passage, the valve being kept open by the pressure in the main.
It is found that in commencing to apply the brakes with apparatus on the Carpenter
Wenger or Schleifer systems a considerable amount of the charge in the main is lost.
This defect is remedied according to the present Invention by an improved con-
struction of distribution valve by means of which a greater reduction of pressure is
produced in the anterior chamber of the brake cylinder than in the main or brake
pipe. At the same time the action is rendered more rapid and enabled to be
regulated within wider limits. This distributor which is placed between the said
chamber and the brake pipe communicates with the latter through a passage leading
to a cylinder in which works a piston open to the atmosphere on its upper side
through holes in the case and connected to a valve in the lower part of the case and
to a larger piston working in an open cylinder also in the lower part of the case. The
same passage also communicates with another cylinder in which works a third piston
of an area usually intermediate between the areas of the other pistons and connected
to a double seated valve also acting as a piston valve of relatively small area in the
upper part of the case. The pistons are provided with cup leathers. Holes are
formed in the valve in the lower part of the case which enable air to pass from a
passage communicating with the upper cylinder to the upper side of the large piston
in the lower part of the case and a flexible washer on the under side of the valve acts
as a non-return valve to these holes. The upper double seated valve also acting as a
piston valve works over ports which control the communication between the space
above the lower valve and the space above the piston working in the upper cylinder.
An escape orifice is provided in the upper part of the casing above the piston valve.
The space above the piston in the upper cylinder may communicate with a small
supplementary reservoir or with the reservoir of the brake cylinder; in the latter
case a valve must be provided to prevent air from passing from this space to the
reservoir.
So long as the brakes are not applied the compressed air from the brake pipe acting
under the piston in the upper cylinder raises this piston and the double seated piston
valve connected therewith opens the passage leading from the brake pipe to the
anterior chambers of the brake cylinders, wherein the pressure is practically the same
as in the brake pipe, the pistons in the lower cylinders being at the bottom of their
stroke.

page_text: To apply the brakes the pressure in the brake pipe is diminished sufficiently to
cause the piston in the upper cylinder to descend and place the ports controlled by
the piston valve in communication with the escape orifice. The air in the anterior
chamber of the brake cylinder then escapes until the pressure therein is reduced until
its relation to the areas of the differential pistons in the lower cylinders is such as
to allow the lower valve to close and prevent further escape of air.
To release or take off the brakes sufficient pressure is introduced into the brake
pipe to raise the piston in the upper cylinder communication being then established
between the two chambers of the brake cylinder the brakes are immediately
released.
The flexible connections or brake hose ordinarily employed for railway brakes is
liable to wear out and leak or burst so as to sometimes cause the brakes to be applied
when they are not required. To obviate this disadvantage I employ two concentric
hose or flexible connecting tubes and place the annular space between these tubes in
communication with the compressed air through a minute orifice or orifices in the
coupling for example.
In consequence of this arrangement the inner tube is not exposed to any strain or
pressure until after the outer tube has burst or given way and when this takes place
the air escapes through the aforesaid minute orifices in sufficient quantity to warn the
attendants of the accident but does not escape to such an extent as to inaterially affect
the action of the brakes.
A brake hose coupling for compressed air or vacuum brakes is provided according
to my Invention with a rubber packing ring with two flanges or flaps one projecting
inwardly and one projecting outwardly so that when working with compressed air the
inner flange is compressed and prevents leakage and when working with a vacuum
the outer flap is compressed by the atmospheric pressure with the same effect.
This packing ring is secured in position by a washer screwed into the head of the
brake hose coupling and provided with a flange or head which engages with a recess
in the packing ring or in a cylindrical extension thereof.
Dated this 19th day of August 1880
J. H. JOHNSON & Co.,
47, Lincoln's Inn Fields, London, Agents.
COMPLETE SPECIFICATION.
Improvements in or connected with Railway Brakes.
I, LEON SOULERIN of 4 Rue Marsolier Paris in the Republic of France, 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 state-
ment :-
My Invention relates to an improved form of distribution valve designed with a view
to obtaining more rapid and efficient action in the brakes worked by compressed air
as described in the Specification to Letters Patent granted to James Yate Johnson and
dated 29th October 1886 No. 13890.
The distribution valves employed in working what are known as Carpenter, Schleifer
and Wenger brakes are likewise improved according to my present invention with a
view to accelerating their action and enabling their pressure to be regulated with
greater precision.
My invention further relates to certain improvements in the couplings employed for
connecting the ends of the brake pipes between railway vehicles as hereinafter
explained.
And in order that my said Invention may be fully understood I shall now proceed
more particularly to describe the same and for that purpose shall refer to the several
figures on the annexed sheets of drawings the same letters of reference indicating
corresponding parts in all the figures.
Figures 1 and 2 of the accompanying drawings illustrate in vertical and horizontal

page_text: section respectively a quick acting distribution valve for railway brakes worked by
compressed air according to my Invention. This apparatus is provided with three sets
of valves and pistons marked respectively m n a, pq P q' f and b c d d the relative
areas of which are suitably proportioned to enable them to operate as bereinafter
described. These valves and pistons are arranged in a suitable casing connected at P¹
and P2 with the main or brake pipe itself, so as to form an integral part therewith (or
it may be connected to the main by a suitable branch pipe or union) and communicating
through separate passages C and R with the brake cylinder and with the auxiliary
reservoir described in the said former Specification No. 13890. One set of valves and
pistons namely that marked m n a (being analogous in their operation to the valves
and pistons marked with the same letters of reference in the said Specification No. 13890
of 1886) is arranged at the lower part of the casing and consists of an upper piston n
and a lower piston m provided with cup leathers and working in separate cylinders
being connected by a suitable rod or stem.
The space above the upper piston n communicates directly with the brake pipe at P¹
and the underside of this upper piston forms a valve a being provided with a packed
face or gasket which opens or closes an orifice connecting the space above the lower
piston m with the space below the upper piston n the under side of the piston m being
open to the atmosphere. The space above the piston m communicates with the brake
cylinder through a passage 91 indicated by thick dotted lines in Figure 1 and the
space underneath the piston n communicates with the auxiliary reservoir through a
passage indicated by fine dotted lines in the same figure.
In a line with these pistons there are arranged the valves and pistons p q P q' f
Three of these pistons (p q and f) of different areas are rigidly connected by a screwed
rod provided with a piston or cup leather q' working in a partition below the piston f.
On the piston or cup leather q on this rod works a sleeve 19 carrying an intermediate
piston P of smaller area connected to a valve k controlling the passage from the main
or brake pipe to the exhaust, at E. The underside of the piston p is in direct com-
munication with the brake pipe as indicated at P¹.
The series p q P q' f is in fact composed of two moveable parts one being carried by
the sleeve connected with the piston P and the other constituted by the parts p q q¹f
on the rod sliding in the said sleeve.
When the piston P is in its lowest position the valve is open and the main pipe
communicates with the external atmosphere through a passage and with the exhaust
at E but when this piston is in its highest position the valve being closed the com-
munication between the main pipe and the exterior is cut off. The space under the
piston communicates with the brake cylinder through a passage g indicated by thick
dotted lines in Figure 1 and the space under the piston P communicates with the
reservoir through a passager indicated partly in full lines and partly in fine dotted
lines in the same figure.
At the side of this series of pistons and valves there are arranged three other
pistons b c d of unequal areas connected in line with one another on the same rod or
stem provided with a piston or cup leather d¹ working in a partition below the upper
piston b. The upper side of this upper piston and the lower side of the lower piston c
are open to atmospheric pressure through small orifices z in the covers of the cylinders.
When these pistons b c d are at the bottom of their stroke, a valve 38 connected to the
middle piston d is opened and places the brake cylinder in communication with the
exterior through the orifice C, passage g, ports e' controlled by the piston f, passage 0,
valve 38 and passage e and when this position of the pistons is reversed the pistons b c d
being in their highest position and the valve 38 closed the air contained in the brake
cylinder can enter the main pipe by passing round the cup leather on the middle
piston d immediately underneath the valve which now closes the communication
between 0 and e. The space under the upper piston b is always in communication
with the brake cylinder through a passage indicated in dotted lines at xx.
All the pistons m n p q q' Pf b c d and d¹ are provided with cup leathers having
the hollow side upwards or downwards as represented in the drawing. This distribution
valve may be arranged in an inverted position and in this case the weight of the

page_text: parts pqPqf cause the valve k to close after the pipes are evacuated thus preventing
leakage at E when the apparatus is being charged for action.
When the train is running the compressed air from the main or brake pipe supplies
the auxiliary reservoir by passing round the cup leathers of the pistons n and P and
through the channels and r¹ in the sides of the casing as indicated by fine dotted
lines in figure 1. The pressure maintains the second or uppermost set of pistons (p q
P q ) in their highest position and the set of pistons (b c d d) in their lowest
position so as to preserve the communication between the brake cylinder and the
atmosphere.
In order to apply the brakes gradually, the pressure in the main must be modified
or reduced so that the resultant of the pressures tending to depress the second set of
pistons and valves (p q P q¹) is less than the force which maintains the piston P
carried by the sleeve 19 in its highest position and that the exhaust cannot take place
except through the driver's valve. This result is obtained by regulating the escape at
this valve so that the loss of pressure which would cause the said piston P to move
may not act until after a certain amount of pressure has been produced in the
corresponding brake cylinder. The pressure exerted under the upper piston f connected
to the valve controlling the communication between the main and the atmosphere then
goes on increasing and the pressure of the brake blocks can be graduated as required.
The driver's valve must be so constructed as to enable any desired amount of the
charge or pressure to be discharged into the pipe without danger of creating a
disturbance which would be liable to restore in the anterior part of the pipe sufficient
pressure to take off the brakes at that end of the train.
In order to apply the brakes suddenly the working or driver's valve is put fully
open at once thus producing a sudden loss of pressure in the main, and causing the
pistons pq qf of the first distribution valve to descend, and draw down the piston P
carried by the sleeve 19 before the passage g has been able to transmit from the brake
cylinder sufficient volume of air to produce any considerable pressure on the under
side of the piston f. The main then discharges through the outlet passage E and the same
action takes place in all the other distributers in succession with a rapidity proportiouate
to the area of the outlet passages E. A valve k may be placed under the upper
piston to prevent the escaping air from passing the cup leather on the piston y and
entering the cylinder.
To release or take off the brakes when they have been put full on, a relatively small
pressure is introduced sufficient to act upon and raise the pistons p qf the uppermost
of which acting as a piston valve uncovers the ports e e¹ allowing air to escape from
under the piston f and around the cup leather of the piston d through the passage
and into the main or brake pipe at P until the resultant of the pressures on b c d d'
changing its direction these parts are caused to descend in consequence of the increase
of pressure in the pipe after which the air remaining in the cylinder escapes into the
atmosphere through the passage e. The sections of the main pipe are thus successively
placed under pressure until the last vehicle is reached and all the brakes are taken off.
When the brakes have not been put on hard the air simply escapes through
passage e the parts b c d d¹ being maintained in their lowest positions by the pressure
remaining in the pipe.
It is found that in commencing to apply the brakes with apparatus on the Carpenter,
Schleifer or Wenger systems, a considerable amount of the charge in the main is
lost. This defect is remedied according to the present invention by an improved
construction of distribution valve by means of which a greater reduction of pressure
is produced in the anterior chamber of the brake cylinder than in the main or brake
pipe. At the same time the action is rendered more rapid and enabled to be
regulated within wider limits. This distributer is illustrated in vertical section in
Figures 3 and 4 the section in Figure 4 being in a plane perpendicular to the plane
of the section in Figure 3. The distributer being placed between the anterior
chamber of the cylinder and the brake pipe communicates with the brake cylinder
through an opening F and with the pipe through an opening C. It contains two
moveable pistons p and q on one rod and the pistons m n a' and a valve a on another

page_text: rod the piston m being invariably made larger than the piston n. The pistons ma¹ nandp
are provided with cup leathers arranged as indicated in the drawing. The piston q is
provided with a packing ring and with packing dises or washers enabling it to act as
a double acting valve with two seats.
Holes a² are formed in the valve a which enable air to pass from a passage E
Figure 4 communicating with the upper cylinder to the upper side of the large
piston m and a flexible washer c on the under side of the valve acts as a non return
valve to these holes. The passage E connects the space between the valve a and
piston a' with ports o in the cylinder containing the upper double seated valve q also
acting as a piston valve which controls the communication between the space above
the valve a and the space above the piston p. Escape orifices E¹ are provided in the
upper part of the casing above the piston valve q. A and A¹ are passages connecting
the pipe with the chambers under the pistons pand n and the space above the piston n
communicates with the atmosphere through holes e. The space above the piston p
and under the piston valve q may communicate with a small supplementary reservoir
or preferably with the reservoir or air chamber of the brake cylinder through an
orifice M; in the latter case a retaining valve must be provided to prevent compressed
air from passing from the reservoir through the orifice M to this chamber.
So long as the brakes are not applied, the compressed air from the brake pipe acting
under the piston p in the upper cylinder raises this piston and with it the double
seated piston valve q. Communication is then established through E between the
main pipe and the two air chambers of the brake cylinder, wherein the pressure is
practically the same as in the brake pipe, the pistons m n a' being at the bottom of
their stroke and the valve a opened.
To apply pressure with the brakes the pressure in the brake pipe is diminished
sufficiently to cause the piston p in the upper cylinder and the valve y to descend and
place the ports o in communication with the escape orifice E¹. The air in the anterior
chamber of the brake cylinder then escapes until the pressure therein is reduced
until its value is practically equal to the product of the pressure in the pipe in the
ratio
a ratio which, by definition, is always less than 1 and in consequence
the valve a closes.
area of n
area of m
To release or take off the brakes sufficient pressure is introduced into the brake
pipe to raise the piston p and valve q and the brakes are immediately taken off
communication being established between the two chambers of the brake cylinder
through the passage E and a pipe connected at M (in case this orifice is connected
with the chamber or reservoir).
My improvements further relate to the flexible couplings employed with continuous
compressed air and automatic brakes which are worked with a pipe or conduit
extending from one end of the train to the other and which remains charged with
compressed air so long as the brakes are not applied.
This conduit is generally connected between the vehicle by means of flexible tubes
which frequently burst on the journey and stop and delay the train. To obviate this
disadvantage sundry forms of metallic couplings have been tried the cost of which is
invariably considerable.
Figure 5 of the accompanying drawings represents in section an improved arrange-
ment of a coupling with flexible tubes of rubber or other suitable material which is
not liable to the defects above mentioned.
This coupling is constructed with two concentric hose or flexible connecting
tubes and t, forming an annular space between them. In the shoulder or
enlargement to which the tubes are attached I make one or more small orifices o
which admit compressed air to the annular space between the two tubes tt and to
ensure proper communication I interpose a spring h or other body between the tubes
leaving sufficient space for the passage of the air. In consequence of this arrange-
ment the pressures on the interior and exterior of the inner tube t are balanced so
that this tube is not exposed to any strain or pressure, in normal working, the outer
tube t taking all the pressure of the charge. In case this tube bursts, the air in the

page_text: pipe escapes through the orifices o which are not large enough to allow sufficient air
to escape to pull up the train. The inner tube t¹ then takes all the pressure of the
charge, but only until the coupling has been changed, this being done conveniently
when a train is standing in a station, attention having been drawn to the accident by
the noise of the escaping air.
Another improvement in brake hose coupling for compressed air or vacuum
brakes is represented in section in figure 6. This coupling is provided, according
to my Invention with a rubber packing ring a with two flanges or flaps a¹ a³.
The flange a projects inwardly and the flange a projects outwardly, so that when
working with compressed air, the inner flange a¹ is compressed and prevents leakage
and when working with a vacuum the outer flap or flange a² is compressed by the
atmospheric pressure with the same effect. This packing ring is secured in position
by a washer b, screwed into the head of the brake hose coupling and provided with
a flange or head b¹ which engages with a recess in the packing ring or in a cylindrical
extension thereof.
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 quick acting distributing valve for compressed air brakes constructed with
differential pistons and valves m n a in combination with pistons and valves p q q¹ f
and b c d d arranged and operating substantially as herein before described with
reference to figures 1 and 2 of the accompanying drawings.
2. The improved construction of distributing valve for use with Carpenter, Schleifer
or Wenger brakes and consisting in the combination of the pistons and valves mna a¹
with the pistons and valves p q arranged and operating substantially as and for the
purpose hereinbefore described with reference to figures 3 and 4 of the accompanying
drawings.
3. The improved coupling for the pipes of compressed air brakes constructed
with two concentric flexible tubes or hose, separated by an annular space com-
municating with the brake pipe so that the inner tube is not exposed to the pressure
of the air until the outer tube has given way, the amount of air allowed to escape in
the event of injury to the outer tube being sufficient to draw attention to the accident
without putting on the brakes, substantially as herein before described with reference
to figure 5 of the accompanying drawings.
4. The improved coupling for pneumatic brakes constructed with an elastic ring or
washer formed with two flaps or flanges (a' a' fig. 6) so arranged that one flange
is compressed by the action of internal pressure so as to oppose the passage of air
and the other flange is compressed with the like effect by the action of external
pressure substantially as herein before described with reference to figure 6 of the
accompanying drawings.
5. The several combinations and arrangements of parts constituting the improve-
ments in or connected with pneumatic railway brakes substantially as herein before
described and illustrated in figures 1 and 2, 3 and 4, 5 and 6 of the accompanying
drawings.