Year: 1885

page_text: I, MICHAEL SCHLEIFER of Berlin, in the German Empire, Engineer do hereby
declare the nature of this invention to be as follows:-
The present Invention relates to further improvements in the Brakes for
Railway Carriages in addition to those described in the Patent of 4th November
1884 N° 14575 and extends to those parts which are requisite for the operating of
the brakes.
In the accompanying drawings
Figure 1 shows the construction of the Brake as it is applied to an Engine and
to a brake van.
Figures 2 to 5 show a practical new construction of the piston for air pressure
cylinders with uniformly elastic leather packing and
Figure 2 is a Section through such a one sided piston with Elastic Piston piece.
Figure 3 is a Section through such a two sided piston.
Figure 4 is a Section through such a piston with an elastic metal packing.
Figure 5 is a Section through the air pressure Cylinder with an Elastic piston
fixed into it.
Figure 6. shows the valve which serves to reduce the pressure of the compressed
air contained in the reservoir to the pressure requisite for the action of the break.
Figures 7 to 13 show the arrangement of the cock through whose altered position
the brakes are operated and taken off, and of these Figures is :-
Figure 7 a front view of the brake cock.
Figure 8 a vertical section through the latter.
Figures 9 and 10 are horizontal Sections on the lines w, x and y s in figure 7.
Figures 11. 12. and 13 show three Sections through the cock case with the
dotted openings of the slide from which the different positions of the cock may be
perceived.
Figure 14 is a longitudinal Section through the coupling which serves to connect
the air tubes between the carriages.
Figure 15 is a Section of the coupling on a. b. in Figure 13.
Figure 16. is a Section of the coupling on c. d. in Figure 13.
Figure 17 is an upper Section of the coupling.
Figure 18 is a longitudinal section through two coupling parts connected with
each other.

page_text: In Figure 1. the pump A is fixed to the Engine L and is connected through the
conduit with the Reservoir B which latter serves as a receptacle for the com-
pressed air. The compressed air passes from this Reservoir B. through Conduit la
to the reducing valve R. where its pressure is regulated and from there it proceeds
through Conduit to the brake cock H on whose position the operating of brake
depends The air is pressed from this cock into the inlet of the Cylinder C. through
the conduit in order to set the adjusting appliance and the brake blocks in
operation in the manner described on carriage Win the above mentioned Patent
of the 4th November 1884.-The connection of the brake parts with those of the
next carriage is effected by means of hoses and couplings K which are indicated at
both ends in figure 1.
It has not been possible as yet to shut off the air completely with the leather
packing used hitherto on the pistons in the brake cylinder not even if the latter
were bored very exact, and the reason of this is because the leather packing is
seldom shaped exactly cylindrical consequently does not always touch the inner
periphery of the Cylinder and besides gradually loses its elasticity owing to the
dryness of the air moved by the piston.
In the pistons represented in Figures 2 to 5 these deficiencies are avoided by
rendering the packing elastic through application of an elastic piston piece-so that
the leather is by means of this elastic power firmly pressed against the inner
periphery of the cylinder and maintained in this position by the same force.
In the accompanying drawing this piston is represented in Figures 2 and 3 with
the elastic leather packing both for a single (Figure 2) and for a double packing
(Figure 3) and it consists of the known piston bearer A to which the leather B is
fastened on the one or on both sides. The fastening is done in this case by means
of a second piston-piece C. which has a Cylindrical projection D the height of
which corresponds with the height of the leather. This cylindrical projection D
has a thin cross Section decreasing towards the outer end and when being turned
is not made quite cylindrical but slightly conically enlarged so that when bent in
the Cylinder it acquires the elastic power-After this piston piece has been turned
and before it is spanned in the Cylinder it is provided with a number of slits E in
order to produce in this manner parts that are elastic in themselves and which
yield when pressed together. By means of the elastic power which the piston
piece has acquired by the slits made in the projection D tho leather is pressed all
round against the inner periphery of the Cylinder according to the space left
between the sides of the Cylinder and such places of the leather which are not
quite round Figure 4 shows a modification of the arrangement just described.
Instead of the piston piece C being made elastic an elastic plate is laid between it
and the leather or washer. This plate is connected by means of the common
piston piece C¹ with the piston itself and has like the piston piece in the first
instance the slits E in its vertically bent projection D in order to press by means
of the elastic power of the separated parts or figures produced by these slits the
leather or washer against the Cylinder and even when the leather is not perfectly
round the pressure varying necessarily according to size of the spaces in the
different places where the leather does not touch the sides of the Cylinder. The
arrangement of this elastic piston for the air pressure cylinder is represented in
Figure 5 The piston K of one of the constructions described previously is
connected in such a manner with a second piston K¹ which can even be of the
same construction as piston K, that for one side of the Cylinder the so called
reservoir side R a differential piston is obtained. The inlet side Z of the Cylinder,
into which the influx pipe runs at a is bored conical converging outwards in that
part of it on which the piston moves. When a is connected with the outer
atmosphere the pressure on the reservoir side operates on the differential piston
moving it in the direction of arrow 1 and the elastic power of the piston and the
pressure of air make the leather packing fit tightly round the inner periphery of
the Cylinder. The stuffing will be all the more intense the further the piston
moves forwards because in the conically converging shaped part of the Cylinder

page_text: the pressing together of the elastic piece occurs. If the piston has to be moved
back in the direction of the arrow 2 the inlet side Z is brought into connection at a
with the pressure conduit and the pressure which is rather higher than that on the
reservoir side operating on the fall face of the piston K produces at once the return
motion till the piston reaches at V the end of the conical shaped part of the
Cylinder which end position can be so fixed that then the pressure of the air
compressed in the return motion on the reservoir side is equal to the pressure of
the air on the inlet side or rather less than the latter so that the outer greater air-
pressure itself does not form the elastic leather from the sides of the cylinder and
thereby equalize the air in front with the air behind the piston until the latter is
in this end position whereas a similar equalisation of the air in any other part of
the Cylinder is a matter of impossibility.
The valve which reduces the pressure with which the air is compressed into the
reservoir B Figure 1, to the pressure requisite to operate the brakes is represented
in Figure 6. In case of those valves in which as the present one, a medium that
flows in with greater pressure has to escape with only a smaller and exactly limited
pressure the arrangement by means of which the motion of the compressed element
to the requisite pressure is transferred to the real closing organ is a material point
of the whole. In order to require the spanned element as little as possible this
arrangement must be of such a nature, that the motion of the element is but slight
in comparison with the motion of the closing organ and the arrangement represented
in Figure 6 serves to effect the transmission of the motion with a greater proportion
of transposition.
The valve for reducing the pressure consists as is shown by the design, of the
casing A in which is at g (high pressure) in the well known way the influx and
at K (low pressure) the efflux, both of which are separated from each other in the
well known way by the intermediate valve B which latter can either be single or
double as shown in the design.
The spring C which can be bent or spanned between the two plates D and E
with the screw P to the requisite pressure for the efflux is situated in a separate
space shut off from the casing A by the intermediate plate F which closes the
casing A perfectly air-tight This intermediate plate is made of such pliable
material that it can easily follow the motion of the spring C or that of the pro-
jection of the upper plate E. The transmission of the motion from the spring Ĉ to
the valve B is effected by means of the stud O and the levers G and H which latter
are pivoted in K and L the pivots themselves being fixed to an intermediate
piece M situated between the casing A and the pliable plate F. This intermediate
piece M has openings N and N¹ for the circulation of the body contained in the
space A so that this body can exercise its effect on the pliable plate F and through
the latter on the spring.
The way in which this valve operates is as follows:-As may be seen from the
design the valves B are open owing to the spring C being bent. The air entering
at g through the open valves will fill space A until it attains the pressure equal to
that of spring C-This pressure will operate on plate F and through it on closing
plate E for the spring C and force the latter downwards and compress it-By
means of this the stud O will follow the motion direct and likewise the levers G
and H in the proportion to their transposition which will cause the valve B to sink
and finally to close by reason of its own weight and the higher pressure in the
space G. As soon as the pressure in the space A sinks below that at which
spring C is spanned the Spring C will press by means of plate E on stud O which
latter lifts levers G and H and consequently valve B so that the pressure in space A
is recruited so long from the higher pressure in space g till it equals the pressure
of spring C and shuts off the valve again.
The transpositional proportions of levers G and H can be varied correspondingly
by suitable limitation of the dimensions for all pressures and all mediums.
The apparatus which enables the engine-driver to tighten or loosen all brakes of
the train with more or less power and thus regulate the speed of the train quite

page_text: according to his liking is represented in figures 7 to 13-This apparatus called the
brake-cock is in connection with the reservoir at A Figure 7 at B the tubular
conduit of the train is connected with it whereas the opening C figure 9 leads into
the open air-Figures 8. 9 and 10 show the inner construction of the brake-cock
the three positions indicated in Figure 2 mean successively as follows,
I. "The brake is off" that is to say the brake-blocks are removed from the
wheels.
II. "Point of rest" that the air is exercising no effect whatever and
III. " The brake is on" that the brake-blocks are pressed against the wheels
and are represented more exactly in Figures 11, 12 and 13.
In the hermetically closed casing D is the turning slide E with its lower face
ground air-tight. This slide is connected with the outer handle F by means of its
projection U. This projection U of the slide E is made in the shape of a bolt and
works in the shell of the casing D into which it must fit well but need not be
hermetically, for the air tight closing on the face of the slide suffices for the
purpose.
The air entering the casing D at A always fills the space of this casing above
slide E and its effect in the three positions mentioned is different.
Position I. Figures 8 and 11, "The brake is off" The air contained in the
casing can in this position through an opening G in slide E enter into that part B
of the casing which is connected with the tubular conduit of the train and thus
supply the conduit and the brake cylinder with air, in consequence of which the
brake-blocks draw back from the wheels.
Position II, Figure 12, "Point of rest." In this position the slide E is turned in
such a way that the conduit B is completely shut off and consequently no air can
escape from it or enter it.
"
Position III Figure 13 "The brake is on In this position the air can escape
out of the conduit B through a C. by means of a groove F in slide E which groove
connects the conduits B and C. By this means the brake is tightened in proportion
to the quantity of the escaping air.
The arrangement of the coupling in order to connect the air conduits between
the carriages is represented in Figures 14 to 18 and the purpose of the construction
is to produce a compendious, perfectly airtight easily opened and easily closed
coupling, which being made of one piece avoids all packing with the exception
of one.
As may be seen from figures 14 to 18 the construction consists of a cap shaped
coupling casing A which is joined to the conduit at B and consisting of one piece
conducts the air through the groove to the stuffing place D where it enters the
counter piece fitting into this coupling. The stuffing is effected by means of an
india rubber ring E which is fixed on the inner side of the coupling piece opposite
the counterpart and is tightened by turning the nut F. The turning of the nut
can be done from the outside and whilst the two coupling pieces are being joined
so that when the connection requires tightening the couplings need not be taken
apart.
In order to obtain an equal coefficient of friction between the moveable nut and
that part on which it presses by application of similar material, a brass disc can be
inserted if requisite between the caoutchouc ring E and the nut F.
The arrangement of the coupling piece already described is to be seen in the
longitudinal section Figure 14 in the two sections on a b and c d belonging to it
in Figures 15 and 16 and in the plan Figure 17, whereas in Figure 18 the
arrangement is represented with the coupling in its jointed state and consisting of
the two coupling pieces A and A¹. Each coupling piece is furnished in the well
known way for the purpose of joining with the adjoint pieces H and K as they
are prescribed in the regulations of the Prussian State Railways and used on
these lines.
For the connection of the conduits with this coupling piece when the former
consist of caoutchouc hoses the end B of the coupling piece is provided with a very

page_text: flat thread which does not terminate angular but as design shows quite in a rim.
In comparison with the commonly used ring shaped rims this arrangement offers
the material advantage that the putting on of the caoutchouc hose is rendered much
easier, whereby as the thread ceases at L the packing is surely and quickly effected
by this rim.
As material advantages of the coupling just described it must be mentioned that
it can be used in conjunction with every normal coupling (even of other systems)
and that it has only one place that requires packing, which can be looked after
and tightened even when the conduit is in operation.
The parts just described requisite for the operation of the brake give with those
described in the Patent of the 4th November 1884 N° 14575, the full and proper
effect as was already explicitly specified in the first Patent.

page_text: I MICHAEL SCHLEIFER of Berlin in the German Empire, Engineer, do hereby
declare the nature of this invention and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement:—
The present invention relates to further improvements in the brakes for railway
carriages in addition to those described in the Patent of 4th November 1884
N° 14575 and extends to those parts which are requisite for the operating of the
brakes.
In the drawings filed with the provisional Specification:
Figure 1 shows the construction of the brake as it is applied to an engine and
to a brake van.
Figures 2 to 5 show a practical new construction of the piston for air pressure
cylinders with uniformly elastic leather packing and
Figure 2 is a section through such a one sided piston with elastic piston
piece.
Figure 3 is a section through such a two sided piston and
Figure 4 is a section through such a piston with an elastic metal packing.
Figure 5 is a section through the air pressure cylinder with an elastic piston
fixed into it.
Figure 6 shows the valve which serves to reduce the pressure of the compressed
air contained in the reservoir to the pressure requisite for the action of the
brake.
Figures 7 to 13 show the arrangement of the cock through whose altered
positions the brakes are operated and taken off and of these Figures is :-
Figure 7 a front view of the brake cock.
Figure 8 a vertical section through the latter.
Figures 9 and 10 are horizontal sections on the lines w, x and y z in Figure 7.
Figures 11, 12 and 13, show three sections through the cock case with the
dotted openings of the slide from which the different positions of the cock may be
perceived.
Figure 14 is a longitudinal section through the coupling which serves to connect
the air tubes between the carriages.
Figure 15 is a section of the coupling on a b in Figure 14.
Figure 16 is a section of the coupling on cd in Figure 13.
Figure 17 is an upper section of the coupling.
Figure 18 is a longitudinal section through two coupling parts connected with
each other.
In Figure 1 the pump A is fixed to the engine L and is connected through the
conduit with the reservoir B which latter serves as a receptacle for the com-
pressed air. The compressed air passes from this reservoir B through conduit /*
to the reducing valve R where its pressure is regulated and from there it pro-
ceeds through conduit to the brake-cock H on whose position the operating of
brake depends. The air is pressed from this cock into the inlet of the cylinder C

page_text: through the conduit in order to set the adjusting appliance and the brake
blocks in operation in the manner described on carriage W in the above mentioned
patent of the 4th November 1884. The connection of the brake-parts with those
of the next carriage is effected by means of hoses and couplings K which are
indicated at both ends in Figure 1.
It has not been possible as yet to shut off the air completely with the leather-
packing used hitherto on the pistons in the brake cylinders, not even if the latter
were bored very exact and the reason of this is because the leather packing is
seldom shaped exactly cylindrical, consequently does not always touch the inner
periphery of the cylinder and besides gradually loses its elasticity owing to the
dryness of the air moved by the piston.
In the pistons represented in Figures 2 to 5 these deficiencies are avoided by
rendering the packing elastic through application of an elastic piston-piece so that
the leather is by means of this elastic power firmly pressed against the inner
periphery of the cylinder and maintained in this position by the same force.
In the accompanying design this piston is represented in Figures 2 and 3 with
the elastic leather packing both for a single (Figure 3) and for a double packing
(Figure 3) and it consists of the known piston bearer A to which the leather B is
fastened on the one or both sides. The fastening is done in this case by means of
a second piston piece C which has a cylindrical projection D the height of which
corresponds with the height of the leather. This cylindrical projection D has a
thin cross section decreasing towards the outer end and when being turned is not
made quite cylindrical but slightly conically enlarged so that when bent in the
cylinder it acquires the elastic power.
After this piston piece has been turned and before it is spanned in the cylinder
it is provided with a number of slits E in order to produce in this manner parts
that are elastic in themselves and which yield when pressed together. By means
of the elastic power which the piston-piece has acquired by the slits made in the
projection D the leather is pressed all round against the inner periphery of the
cylinder according to the space left between the sides of the cylinder and such
places of the leather which are not quite round.
Figure 4 shows a modification of the arrangement just described. Instead of
the piston-piece C being made elastic, an elastic plate F is laid between it and the
leather or washer. This plate is connected by means of the common piston piece C¹
with the piston itself and has like the piston piece in the first instance the slits E
in its vertically bent projection D in order to press by means of the elastic power
of the separated parts or fingers produced by these slits the leather or washer
against the cylinder and even when the leather is not perfectly round the pressure
varying necessarily according to size of the spaces in the different places where
the leather does not touch the sides of the cylinder.
The arrangement of this elastic piston for the air pressure cylinder is represented
in Figure 5. The piston K of one of the constructions described previously is
connected in such a manner with a second piston K¹ which can even be of the
same construction as piston K. that for one side of the cylinder the so called.
reservoir side R a differential piston is obtained. The inlet side Z of the cylinder
into which the influx pipe runs at a is bored conical converging outwards in that
part of it on which the piston moves. When a is connected with the outer
atmosphere the pressure on the reservoir side operates on the differential piston
moving it in the direction of arrow 1 and the elastic power of the piston and the
pressure of the air make the leather packing fit tightly round the inner periphery
of the cylinder. The stuffing will be all the more intense the farther the piston
moves forwards because in the conically converging shaped part of the cylinder
the pressing together of the elastic piece occurs. If the piston has to be moved
back in the direction of the arrow 2 the inlet side Z is brought into connection
at a with the pressure conduit and the pressure which is rather bigher than that
on the reservoir side operating in the full space of the piston K produces at once.

page_text: the return motion till the piston reaches at V the end of the conical shaped part of
the cylinder which end position can be so fixed that then the pressure of the air
compressed in the return motion on the reservoir side is equal to the pressure of
the air on the inlet side or rather less than the latter so that the outer greater air
pressure itself does not force the elastic leather from the sides of the cylinder and
thereby equalize the air in front with the air behind the piston until the latter is
in this end position whereas a similar equalization of the air in any other part of
the cylinder is a matter of impossibility.
The valve which reduces the pressure with which the air is.compressed into the
reservoir B Figure 1 to the pressure requisite to operate the brakes is represented
in Figure 6. In case of those valves in which as the present one a medium that
flows in with greater pressure has to escape with only a smaller and exactly
limited pressure the arrangement, by means of which the motion of the compressed
element to the requisite pressure is transferred to the real closing organ is
a material point of the whole. In order to require the spanned element as little
as possible this arrangement must be of such a nature that the motion of the
element is but slight in comparison with the motion of the closing organ and the
arrangement represented in Figure 6 serves to effect the transmission of the
motion with a greater proportion of transposition.
The valve for reducing the pressure consists as is shown by the design, of the
casing A in which is at 9 (high pressure) in the well known way the influx and
at K. (low pressure) the efflux both of which are separated from each other in the
well known way by the intermediate valve B which latter can either be single or
double as shown in the design.
The spring C which can be bent or spanned between the two plates D and E
with the screw P to the requisite pressure for the efflux is situated in a separate
space shut off from the casing A by the intermediate plate F which closes the
casing A perfectly air-tight. This intermediate plate is made of such pliable
material than it can easily follow the motion of the spring C or that of the pro-
jection of the upper plate E. The transmission of the motion from the spring C to
the valve B is effected by means of the stud O and the levers G and H which
latter are pivotted in K and L the pivots themselves being fixed to an intermediate
piece M situated between the casing A. and the pliable plate F. This intermediate
piece M has openings N and N¹ for the circulation of the body contained in the
space A so that this body can exercise the effect on the pliable plate F and
through the latter on the spring.
The way in which this valve operates is as follows. As may be seen from the
design the valves B are open owing to the spring C being bent. The air entering
at g through the open valves will fill space A until it attains the pressure equal to
that of spring C. This pressure will operate on plate F and through it on closing
plate E for the spring C and force the latter downwards and compress it. By
ineans of this the stud O will follow the motion direct and likewise the levers G
and H in the proportion to their transposition which will cause the valve B to sink
and finally to close by reason of its own weight and the higher pressure in the
space g. As soon as the pressure in the space A sinks below that at which spring C
is spanned the spring C will press by means of plate E on stud O which latter lifts
levers G and H and consequently valve B so that the pressure in space A is
recruited so long from the higher pressure in space g till it equals the pressure of
spring C and shuts off the valve again.
The transpositional proportions of levers G and H can be varied correspondingly
by suitable limitation of the dimensions for all pressures and all mediums.
The apparatus which enables the engine-driver to tighten or loosen all brakes of
the train with more or less power and thus regulate the speed of the train quite
according to his liking is represented in Figures 7 to 13. This apparatus called the
brake cock is in connection with the reservoir at A Figure 7 at B the tubular
conduit of the train is connected with it whereas the opening C Figure 9 leads into

page_text: .
the open air. Figures 8, 9, and 10 show the inner construction of the brake cock
the three positions indicated in Figure 12 mean successively as follows:-
L "The brake is off" that is to say the brake blocks are removed from the
wheels.
II. "Point of rest" that the air is exercising no effect whatever and
III. "The brake is on" that the brake blocks are pressed against the wheels ;
and are represented more exactly in Figures 11, 12, and 13.
In the hermetically closed casing D is the turning slide E with its lower face
ground air-tight. This slide is connected with the outer handle F by means of its
projection U. This projection U of the slide E is made in the shape of a bolt and
works in the shell of the casing D into which it must fit well but need not be
hermetically for the air-tight closing on the face of the slide suffices for the
purpose.
The air entering the casing D at A always fills the space of this casing above
slide E and its effect in the three positions mentioned is different.
Position I Figures 8 and 11 "The brake, is off." The air contained in the casing
can in this position through an opening G in slide E enter into that part B of the
casing which is connected with the tubular conduit of the train, and thus supply
the conduit and the brake cylinder with air in consequence of which the brake
blocks draw back from the wheels.
Position II figure 12, "Point of rest " In this position the slide E is turned in
such a way that the conduit B is completely shut off and consequently no air can
escape from it or enter it.
"
Position III Figure 13 "The brake is on In this position the air can escape
out of the conduit B through C by means of a groove F in slide E which groove
connects the conduits B and C. By this means the brake is tightened in proportion
to the quantity of the escaping air.
The arrangement of the coupling in order to connect the air-conduits between
the carriages is represented in Figures 14 to 18, and the purpose of the construction
is to produce a compendious perfectly air tight easily opened and easily closed
coupling which being made of one piece avoids all packing with the exception
of one.
As may be seen from Figures 14 to 18 the construction consists of a cap-shaped
coupling casing A which is joined to the conduit at B and consisting of one piece
conducts the air through the groove C to the stuffing place D where it enters the
counterpiece fitting into this coupling. The stuffing is effected by means of an
india-rubber ring E which is fixed on the inner side of the coupling piece opposite
the counterpart and is tightened by turning the nut F.
The turning of the nut F can be done from the outside and whilst the two
coupling pieces are being joined so that when the connection requires tightening
the couplings need not be taken apart.
In order to obtain an equal coefficient of friction between the movable nut and
that part on which it presses by application of similar material a brass disc can be
inserted if requisite-between the caoutchouc ring E and the nut F.
1
The arrangement of the coupling piece already described is to be seen in the
longitudinal section Figure 14 in the two sections on a b and c d belonging to it in
Figures 2 and 3 and in the plan Figure 4 whereas in Figure 18 the arrangement is
represented with the coupling in its jointed state and consisting of the two coupling
pieces A and A¹. Each coupling-piece is furnished in the well known way for the
purpose of joining with the adjoint pieces H and K as they are prescribed in the
regulations of the Prussian State Railways and used on these lines.
For the connection of the conduits with this coupling-piece when the former
consist of caoutchouc hoses, the end B of the coupling piece is provided with a very
flat thread which does not terminate angular but as design shows quite in a rim.
In comparison with the commonly used ring shaped rims this arrangement offers
the material. advantage that the putting on of the caoutchouc hose is rendered

page_text: much easier whereby as the thread ceases at L the packing is surely and quickly
effected by this rim.
As material advantages of the coupling just described it must be mentioned that
it can be used in conjunction with every normal coupling (even of other systems)
and that it has only one place that requires packing which can be looked after and
tightened even when the conduit is in operation.
The parts just described requisite for the operation of the brake give with those
described in the Patent of the 4th November 1884 N° 14575 the full and proper
effect as was already explicitly specified in the first Patent.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what
I claim is
1. In a pneumatic brake for Railway rolling stock a piston provided with a
slightly conical cup shaped piece C the sides D of which are divided into blades or
fingers which press the leather packing B against the inner walls of the cylinder
substantially as specified and illustrated in Figures 2 and 3.
2. The modification of the foregoing improved piston shown in Figure 4 wherein
the conical cup is formed of a sheet or plate of metal T and secured to the piston
by the ring Ct substantially as specified.
3. In a pneumatic brake for railway rolling stock the combination of a piston
such as described with a cylinder of varying internal diameter so that as the piston
passes from the smallest diameter to a larger one the pressure on each side thereof
may become equalized by the more highly compressed fluid on the plane face of the
piston forcing itself between the sides of the cylinder and the packing and thereby
pressing the blades or fingers inwards substantially as specified and shown in
Figure 5 of the accompanying drawings.
4. In a pneumatic brake for railway rolling stock a pressure reducing valve, parts
of which consist of an adjustable spiral spring C contained in a chamber closed by a
flexible plate F the tension of the spring being transmitted to the valve B by the
parts E. O. and levers G and H neither of which is attached to either the plate F
or valve B substantially as specified and shown in Figure 6.
5. In a pneumatic brake for railway rolling stock a brake cock consisting of air
tight casing D perfectly fitting turning slide E having three openings or ports and
a projection U to which is attached the handle F the whole constructed and
operating substantially as described and illustrated in Figures 7 to 13 inclusive.
6. In a pneumatic brake for railway rolling stock the apparatus for coupling the
hose consisting of cap shaped casings A each provided with bayonet or locking
clutches H and K. packing ring E and tightening nut F substantially as specified
and shown in Figures 14 to 18 inclusive.