Improvements in Fluid Pressure Brakes for Railway and like Vehicles.
Year: 1899

page_text: PROVISIONAL SPECIFICATION.
Improvements in Fluid Pressure Brakes for Railway and like Vehicles.
I, HARRY OSCAR MÜLLER, of 1822, Vine Street, in the City and County of
Philadelphia, State of Pennsylvania, United States of America, Mechanical
Engineer, do hereby declare the nature of this invention to be as follows:-
My invention relates to improvements in fluid pressure brakes, and consists
of means whereby the rotary motion of a car axle is utilized to operate a pump
which supplies compressed air to be used for applying the brakes and also filling
a reservoir with compressed air to be used in applying the brakes.
It also consists of means for automatically stopping or throwing out of action
the pump, which supplies the reservoir with air when the same has attained a
predetermined pressure within the reservoir.
It further consists of means whereby the compressed air within the reservoir
may be directed to the brake cylinder, so as to effect the application of the brakes,
and also of means for releasing said brakes.
It further consists of a valve or novel construction, whereby the compressed air
may be taken direct to the brake cylinder if the air within the reservoir is not up
within a certain number of pounds of the required braking pressure.
It further consists of novel details of construction, all as will be hereinafter set
forth.
According to my invention I provide a tank or reservoir for air, said tank
being secured in any suitable manner to the housing of friction wheels the
reservoir being preferably located directly over the housing, but if desired, said
reservoir may be secured to the body of a car. The housing has secured thereto
the cylinders within which are arranged suitable pistons said cylinders and pistons
serving as a pump or compressor for forcing air into the tank or reservoir.
One of the pistons has its rod secured to a sliding block which latter is guided
in ways on one side of the housing.
The said sliding block has journalled therein one end of a pitman whose opposite
end is fitted to the wrist pin of a crank arm secured to the shaft of a friction
wheel so that when the latter is rotated, by means hereinafter described, the same
will impart a reciprocating motion to the piston.
The rod of the second piston is secured to a sliding block guided in the ways
on one side of the housing.
The sliding block has journalled therein one end of a pitman whose opposite end
is fitted to the wrist pin of a crank arm which latter is secured to the shaft of
the friction wheel, it being apparent that the rotary motion of said wheel will
impart a reciprocating motion to the piston.
It is to be noted that both the crank arms above mentioned are so placed on the
shaft that they form an angle of substantially ninety degrees relatively to each
other, for a purpose hereinafter described.
The shaft is journalled in boxes adapted to slide in a vertical direction in ways
on the housing it being noted that the said shaft passes through a slot in both

page_text: side walls of the housing to permit said shaft to be raised and lowered, for the
purpose hereinafter referred to.
Pivoted in the side walls of the housing, are levers one extremity of each of said
levers being connected in any suitable manner to its respective box, while the
opposite extremity of each of said levers is coupled to one end of their respective
links, it being noted that said links are coupled to a cross rod, which latter is
connected to the rod of a piston which is adapted to reciprocate in a vertical direc-
tion within a cylinder. The ways are located to cause the boxes to move in a
path that is tangential to the friction wheel to bring the friction wheels together
in tangential relation, or in other words, to cause the friction wheel to move in a
path that is otherwise than coincident with a radius of the friction wheel. This
imparts what might be termed a wedge" or shear contact between these
friction wheels, whereby the frictional contact is much in excess of that which
would be attained by moving the one friction wheel radially relative to the other
friction wheel.
"
A communication is established between the interior of the cylinder and the
valve chambers through suitable passages or ports the function of said passages
and valves chambers being hereinafter described, and it being noted that the
chambers are provided with valves the construction of which will be apparent.
The interior of the cylinders communicates with a chamber through their ports
or passages so as to permit the air in said cylinder to pass therefrom and enter
the chamber it being noted that said chamber is provided with a valve which
alternately opens and closes the ports or passages so as to cause the air in said
cylinders to enter the pipe which leads therefrom to a chamber in the valve casing.
The chamber in the valve casing is in communication with other chambers it
being noted that the port, which forms a passage between said chambers is formed
with a valve seat for the valve, and that the upper portion of the chamber is like-
wise formed with a valve seat for a valve the former valve being secured to a stem.
The stem has secured thereto a head which is adapted to be raised and lowered
by the varying pressure of the air in the chamber, said head being guided in the
space in the upper portion of the valve casing.
It is to be noted that the valve when in its normal position is closed due to the
action of a spring one end of which bears against the head, the other end thereof
abutting against a screw, the object of which is to adjust the pressure of the spring
relatively to the air pressure required for seating and unseating the valve.
The lower extremity of the stem bears against the upper face of the valve and
causes the latter to remain on its seat, thus closing the communication between the
chambers.
When the valve is caused to close the port as will be hereinafter described, the
pressure of the stem against the valve will be removed so that said valve which.
in expanding raises a plunger whose stem bears against the underside of said valve
thereby establishing a communication between the chambers for a purpose to be
hereinafter described.
The chamber in which the plunger moves is open at its lower end to the
atmosphere, while there is sufficient room. between the plunger and the chamber
to permit the passage of air. At the upper end of the chamber is an outwardly
facing valve seat against which a valve at the upper end of the plunger seats and
cuts off the communication between chamber and the atmosphere when said
plunger is elevated by the spring. It is seen therefore that when this valve is
open and the valve which raises the plunger closed, the plunger is depressed to
unseat valve at the upper end of the plunger and establish communication between
chamber and the atmosphere.
The above mentioned chamber communicates with a chamber through a port
or passage which is normally closed by a valve held against its seat by a spring.
These chambers are also in communication through a port which is normally
closed by a valve, it being noted that the said chambers are provided with outlets.
The chamber on the valve casing has connected thereto one end of a pipe so

page_text: that the air from the cylinders will be forced from the same into said chamber and
from the latter through the port into one of the aforesaid chambers and from
thence through a pipe into the inlet of the four-way brake valves.
One of the said chambers is in communication with the tank through a pipe.
Another of said chambers has a pipe leading therefrom to the inlet port of the
brake valves.
The outlet ports of the brake valves have a pipe leading therefrom to another
of said chambers.
The ports have a pipe leading therefrom to a brake cylinder it being noted that
said cylinder has a piston therein, which is connected to a rod which operates the
brake lever and causes the same to apply the brake shoes to the wheels of a car.
The valve plug of the valve has a central port leading through the lower end
thereof to the atmosphere and through a lateral port to connect with the ports of
the valve casing.
It will be apparent that the casing and its adjuncts can be maintained in the
proper relative position to the car axle by any suitable means and that various
devices may be employed to this end.
In the present instance, however, I in practice prefer to connect the compressor
cylinders with the adjacent brake beams by suitable connections, which I have
not deemed, necessary to describe in detail, as the same form per se, no part of the
present invention, as the exact manner of retaining the casing and its adjuncts in
the desired position must necessarily be changed in adapting my invention to car
trucks of different constructions.
The operation is as follows:-
To illustrate the operation of the device it is supposed that the valve is in the
position in which the train pipe is closed, the brake pipe open to the atmosphere
and the chamber open to the atmosphere through the connecting pipes and
chambers. It is understood that in this position the pump will be working and
forcing air into the chambers through the port and into the tank. As soon as
the pressure within the tank becomes normal, or the predetermined pressure is
secured, the valve closes and the pressure then within the chamber overcomes
the tension of spring and raises the piston. This closes the valve while the
spring elevates the plunger and thereby opens one valve and closes another. This
conducts the air from the pump through the chambers and acting on the valve
depresses the same and through its stem depresses two valves, the former opening
the port and the latter closing the end of the pipe communicating with the tank.
The air in the chamber below the piston can then escape through the port while
the air from the pump depresses the piston and consequently elevates the friction
wheel to stop the pump. The parts remain in this position until the pressure
in the chamber decreases either by leakage or when used to apply the brakes.
In cases of leakage the pressure in chamber would decrease and then the spring
will manipulate the valves. The opening of one of the valves establishes the
communication between the chamber with the atmosphere, so that the pressure
within the tank will raise the valve to allow the air from the tank to enter the
chamber below the piston the port being closed, whereby the piston is raised
and the pump thrown into gear, it being understood that as soon as the predeter-
mined pressure is secured the parts automatically resume their former position.
To apply the brakes the valve plug is turned to the position in which the train
pipe and brake pipe are connected so that the air pressure can apply the brake. It
also establishes communication between the pipe and the atmosphere and closes
the pipe leading from the chamber. As soon as the train pipe is connected with
the brake pipe the pressure within the chamber falls, which opens one valve and
closes another while the communication of pipe with the atmosphere starts the
pump working as will be understood. The train pipe can take its pressure from
the tank or direct from the compressor or both, it being understood that the air
from the tank can pass to the train pipe through the valve. After the brakes
are thus applied the valve is then turned to the position which closes both the

page_text: train pipe and brake pipe and still keeps another pipe closed while maintaining a
further pipe communication with the atmosphere. This keeps the brake supplied
while the pump continues to work to re-establish the pressure within the tank
and cylinder if necessary.
When the brakes are to be released the valve is turned
again so that the parts are restored to their normal position as described.
It has been noted that the friction wheels are moved into and out of engagement
positively by fluid pressure, that is to say, they are thrown into operative engage-
ment by pressure from the tank upon the bottom of the piston and disconnected
by direct pressure from the air pump through chambers said piston thus always
having fluid pressure on both sides thereof.
It will be evident that when two valves are employed on one car (one on the
front and the other on the back platform) it will be necessary to throw one of
said valves out of action which may be done by rotating the plug it being noted
that the ports are closed so that no communication exists between the ports.
Dated this 28th day of November 1899.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.
Improvements in Fluid Pressure Brakes for Railway and like Vehicles.
I, HARRY OSCAR MÜLLER, of 1822, Vine Street, in the City and County of
Philadelphia, State of Pennsylvania, United States of America, Mechanical
Engineer, do hereby declare the nature of this invention and in what manner the
the same is to be performed, to be particularly described and ascertained in and
by the following statement:-
My invention relates to improvements in fluid pressure brakes, and consists
of means whereby the rotary motion of a car axle is utilized to operate a pump
which supplies compressed air to be used for applying the brakes and also filling
a reservoir with compressed air to be used in applying the brakes.
It also consists of means for automatically stopping or throwing out of action
the pump, which supplies the reservoir with air when the same has attained a
predetermined pressure within the reservoir.
It further consists of means whereby the compressed air within the reservoir
may be directed to the brake cylinder, so as to effect the application of the brakes
and also of means for releasing said brakes.
It further consists of a valve of novel construction, whereby the compressed air
may be taken direct to the brake cylinder if the air within the reservoir is not up
within a certain number of pounds of the required braking pressure.
It further consists of novel details of construction, all as will be hereinafter
fully set forth and particularly pointed out in the claims.
Figure 1 represents a plan view of a fluid pressure brake embodying my
invention.
Figure 2 represents a side elevation of certain of the parts seen in Figure 1,
and a portion of a car to which the same is applicable.
Figure 3 represents a partial side elevation and partial vertical section, on an
enlarged scale, of the mechanism for operating the pump that supplies the
storage tank with air, the section being taken on line - Figure 4.
Figure 4 represents a plan view of certain of the parts seen in Figure 3.
Figure 5 represents a vertical section of a valve casing with a plurality of
valves therein, the section being taken on line y—y Figure 6.

page_text: Figure 6 represents a plan view of certain of the parts seen in Figure 5.
Figure 7 represents a side elevation of a valve employed, the same being on a
reduced scale.
Figures 8, 9, and 10 represent horizontal sectional views of the valve seen in
Figure 7, the sections being taken on line - Figure 7, and said figures being
on an enlarged scale, illustrating the different positions of the plug in said valve.
Similar numerals of reference indicate corresponding parts in the figures.
Referring to the drawings:
1 designates a tank or reservoir for air, said tank being secured in any
suitable manner to the housing 2 of the friction wheels 3 and 4 as best seen in
Figure 3, it being noted that in Figure 1 the reservoir 1 is placed to one side of
the housing 2 for the purpose of more clearly illustrating certain portions of
th invention which would otherwise be hidden were said reservoir placed directly
above said housing 2 as seen in Figures 2 and 3, it being understood, however,
that in practice the reservoir 1 is preferably located directly over the housing 2,
while if desired, said reservoir 1 may be secured to the body of a car.
housing 2 has secured thereto the cylinders 5 and 6, within which are the
pistons 7 and 8 respectively, said cylinders and pistons serving as a pump or com-
pressor for forcing air into the tank or reservoir 1.
The
The piston has its rod 9 secured to a sliding block 10, which.iatter is guided
in the ways 11 on one side of the housing 2.
The sliding block 10 has jourualled therein one end of a pitman 12, whose
opposite end is fitted to the wrist pin 13 of a crank arm 14 secured to the shaft 15
of the friction wheel 3 so that when the latter is rotated, by means hereinafter
described, the same will impart a reciprocating motion to the piston 7 as is
evident.
The rod 16 of the piston S is secured to a sliding block 17 guided in the
ways 18 on one side of the housing 2.
The block 17 has journalled therein one end of a pitman 19 whose opposite end
is fitted to the wrist pin 20 of a crank arm 21 which latter is secured to the
shaft 15 of the friction wheel 3, it being apparent that the rotary motion of said
wheel will impart a reciprocating motion to the piston S.
It is to be noted that the crank arms 14 and 21 are so placed on the shaft 15
that they form an angle of substantially ninety degrees relatively to each other,
and for a purpose to be hereinafter described.
The shaft 15 is journalled in boxes 22 adapted to slide in a vertical direction
in ways 23 on the housing 2, it being noted that the shaft 15 passes through a
slot 24 in both side walls of the housing 2, to permit said shaft 15 to be raised
and lowered, for a purpose hereinafter referred to.
Pivoted in the side walls of the housing 2, as at 26, are levers 27 one extremity
of each of said levers being connected in any suitable manner to its respective
box 22, while the opposite extremity of each of said levers is coupled to one end
of their respective links 28, it being noted that said links 28 are coupled to a
cross rod 29, which latter is connected to the rod 30 of a piston 31 which is
adapted to reciprocate in a vertical direction within the cylinder 32. The ways 23
are located to cause the boxes 22 to move in a path that is tangential to the friction
wheel 4 to bring the friction wheels 3 and 4 together in tangential relation, or in
other words, to cause the friction wheel 3 to move in a path that is otherwise
than coincident with a radius of the friction wheel 4. This imparts what might
be termed a wedge" or "shear" contact between these friction wheels, whereby
the frictional contact is much in excess of that which would be attained by moving
the friction wheel 3 radially relative to said friction wheel 4.
"
A communication is established between the interior of the cylinder 32 and the
valve chambers 33 and 34 through the passages or ports 35 and 36 respectively,
as seen in Figure 3, the function of said passages and valve chambers being
hereinafter described, and it being noted that the chambers 33 and 34 are provided
with the valves 37 and 38 respectively, the construction of which will be apparent.

page_text: The interior of the cylinders 5 and 6 (see Figure 4) communicates with a
chamber 39 through their ports or passages 41 and 40 respectively, so as to permit
the air in said cylinder to pass therefrom and enter the chamber 39, it being noted
that said chamber 39 is provided with a valve 42 which alternately opens and
closes the ports or passages 40 and 41, so as to cause the air in said cylinders 5
and to enter the pipe 43, which leads therefrom to a chamber 44 in the valve
casing 45, see Figure 5.
The chamber 44 is in communication with the chambers 45 and 46, it being
noted that the port 47, which forms a passage between said chambers 44 and 45*
is formed with a valve seat 48 for the valve 49, and that the upper portion
of the chamber 46 is likewise formed with a valve seat 50 for a valve 51, said
valve 49 being secured to a stem 52, as seen in Figure 5.
The stem 52 has secured thereto a head 53 which is adapted to be raised and
lowered by the varying pressure of the air in the chamber 45*, said head 53
being guided in the space 54 in the upper portion of the valve casing 45.
It is to be noted that the valve 51, when in its normal position is closed due
to the action of a spring 55, one end of which bears against the head 53, the
other end thereof abutting against a screw 56, the object of which is to adjust the
pressure of the spring 55 relatively to the air pressure required for seating and
unseating the valve 49.
The lower extremity of the stem 52 bears against the upper face of the valve 51
and causes the latter to remain on its seat, thus closing the communication
between the chambers 44 and 46 when the valve 49 is in the position seen in
Figure 5.
When the valve 49 is caused to close the port 47, as will be hereinafter described,
the pressure of the stem 52 against the valve 51 will be removed so that said
valve 51 which in expanding raises a plunger 58 whose stem 59 bears against the
underside of said valve 51, thereby establishing a communication between the
chambers 44 and 46 for a purpose to be hereinafter described.
The chamber 58* in which the plunger 58 moves is open at its lower end to
the atmosphere, while there is sufficient room, between the plunger and the
chamber to permit the passage of air. At the upper end of the chamber 58* is
an outwardly facing valve seat 57* against which a valve 59* at the upper end
of the plunger seats and cuts off the communication between chamber 46 and the
atmosphere when said plunger is elevated by the spring 57. It is seen therefore
that when the valve 49 is open and valve 51 closed, the plunger 58 is depressed
to unseat valve 59* and establish communication between chamber 46 and the
atmosphere.
The chamber 45* communicates with a chamber 60, through a port or passage 61,
which is normally closed by a valve 62 held against its seat 63 by a spring 64.
The chamber 45 also communicates with the chamber 60 through a port 62
which is normally closed by a valve 64, it being noted that the chambers 45*
and 60 are provided with outlets 65 and 66 respectively.
The chamber 44 has connected thereto one end of the pipe 43 so that the air
from the cylinders 5 and 6 will be forced from the same into said chamber and
from the latter through the port 47 into the chamber 45* and from thence through
a pipe 67 into the inlet 68 of the four-way brake valves 69, see more particularly
Figures 1 and 2.
The chamber 60 is in communication with the tank 1 through a pipe 70.
The chamber 46 has a pipe 71 leading therefrom to the inlet port 72 of the
brake valves 69.
The outlet ports 73 of the brake valves 69 have a pipe 74 leading therefrom to
the chamber 33 seen in Figure 3.
The ports 75 have a plate 76 leading therefrom to a brake cylinder 77 as seen in
Figures 1 and 2, it being noted that said cylinder 77 has a piston 78 therein,
which is connected to a rod 79 which operates the brake lever 80 and causes the
same to apply the brake shoes 81 to the wheels 82 of a car 83 as best seen in

page_text: Figure 1. The valve plug 87 of the valve 69 has a central port 76* leading
through the lower end thereof to the atmosphere and through a lateral port to
connect with the ports 73 and 75 of the valve casing.
The brake shoes 81 and cross bars or brake beams 84 and 85 as also the rod 86
which connects the cross bar 85 to the brake lever 80 are omitted in Figure 2
with a view to more clearly illustrate such portions of the device as are shown in
said Figure 2.
It will be apparent that the casing 2 and its adjuncts can be maintained in the
proper
relative position to the, car axle 4* by any suitable means and that various
devices may be employed to this end.
In the present instance, however, I in practice prefer to connect the com-
pressor cylinders 5 and 6 with the adjacent brake beams 84 as seen in Figure 1
by suitable connections 85*, which I have not deemed necessary to describe in
detail, as the same form, per se, no part of the present invention, as the exact
manner of retaining the casing and its adjuncts in the desired position must
ncessarily be changed in adapting my invention to car trucks of different con-
structions.
The operation is as follows:-
To illustrate the operation of the device it is supposed that the valve 69 is in
the position shown in Figure 8, that is to say, with the train pipe 67 closed, the
brake pipe 76 open to the atmosphere and the chamber 33 open to the atmosphere
through the pipes 74 and 71 and chambers 46 and 58. It is understood that
in this position the pump will be working and forcing air into the chamber 44
and thence into chamber 45* through the port 61 and into the tank. As soon as
the pressure within the tank becomes normal, or the predetermined pressure is
secured, the valve 62 closes and the pressure then within the chamber 45* over-
comes the tension of spring 55 and raises the piston 53. This closes the valve 49
while the spring 57 elevates the plunger 58 and thereby opens valve 51 and closes
valve 59*. This conducts the air from the pump through the chambers 46 and
pipes 71 and 74 to the chamber 33 and acting on the valve 37, depresses the same
and through its stem 37* depresses the valves 37** and 38, the former opening the
port 40 and the latter closing the end of the pipe 38 communicating with the
tank. The air in the chamber 32 below the piston 31 can then escape through
the port 40* while the air from the pump depresses the piston 31 and consequently
elevates the friction wheel 3 to stop the punip. The parts remain in this position
until the pressure in the chamber 45 decreases either by leakage or when used
to apply the brakes. In case of leakage the pressure in chamber 45* would
decrease and then the spring 55 will open valve 49, close valve 51 and open 59³.
The opening of the latter valve establishes the communication between the
chamber 33 through pipe 74 and 71 and chambers 46 and 58 with the atmosphere,
so that the pressure within the tank will raise the valve 3S to allow the air from
the tank to enter the chamber 32 below the piston 31, the port 40* being closed,
whereby the piston 31 is raised and the pump thrown into gear, it being under-
stood that as soon as the predetermined pressure is secured the parts automatically
resume their former position.
To apply the brakes the valve plug 87 is turned to the position shown in
Figure 10, which connects the train pipe 67 and brake pipe 76 so that the air
pressure can apply the brake. It also establishes communication between pipe 74
and the atmosphere and closes pipe 71 leading from the chamber 46. As soon as
the train pipe is connected with the brake pipe the pressure within the chamber 45*
falls which opens the valve 49 and closes valve 51, while the communication of
pipe 74 with the atmosphere starts the pump working as will be understood. The
train pipe can take its pressure from the tank or direct from the compressor or
both, it being understood that the air from the tank can pass to the train pipe
through the valve 64. After the brakes are thus applied the valve is then turned
to the position shown in Figure 9, which closes both the train pipe 67 and brake
pipe 76 and still keeps the pipe 71 closed while maintaining the pipe 74 in com-

page_text: munication with the atmosphere. This keeps the brake supplied while the pump
continues to work to re-establish the pressure within the tank and cylinder 45*, if
necessary. When the brakes are to be released the valve is turned again to the
position shown in Figure 8, by which the parts are restored to their normal
position as described.
It has been noted that the friction wheels are moved into and out of engagement
positively by fluid pressure, that is to say, they are thrown into operative engage-
ment by pressure from the tank upon the bottom of the piston 31 and disconnected
by direct pressure from the air pump through chambers 44, 46 and pipes 71
and 74, said piston thus always having fluid pressure on both sides thereof."
It will be evident that when two valves 69 are employed on one car (one on the
front and the other on the back plat-form) it will be necessary to throw one of
said valves out of action which may be done by rotating the plug 87 so that the
same shall occupy the position seen in Figure 9, it being noted that the ports 68,
72 and 75 are closed so that no communication exists between the ports 72 and 73
neither does a communication exist between the ports 68 and 75.
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 fluid-pressure brake, a compressor geared to the running-gear of a car,
said gearing comprising a clutch, a reservoir communicating with said com-
pressor, means for moving a member of said clutch into operative position by
fluid-pressure derived from said reservoir, and means for moving said clutch into
inoperative position by means of fluid-pressure derived direct from said com-
pressor.
2. In a fluid-pressure brake, a compressor geared to the running-gear of a car,
said gearing comprising a clutch, a reservoir communicating with said com-
pressor, means for moving a member of said clutch into operative position by
pressure derived from said reservoir, and means for moving said clutch into
inoperative position by pressure derived direct from said compressor, the operation
of said means being controlled by reason of variations of pressure in said reservoir.
3. In a fluid-pressure brake, the combination with a reservoir, of a friction-
wheel geared to the running-gear of the car, a friction-wheel movable toward and
away from the same, connections common to said reservoir and said movable
friction-wheel for positively moving the latter toward and away from the first-
mentioned friction-wheel by means of pressure derived from said reservoir and
according to the variations of pressure therein.
4. In a fluid-pressure brake, an air-compressor and regulator therefor, a reservoir
communicating with said air-compressor and with said regulator, a valve-casing
having a port communicating with said air-compressor and with said reservoir, a
port communicating with the train-pipe, a port communicating with the regulator,
and a valve for controlling said ports and for establishing communication between
the train-pipe port and the regulator port and the atmosphere.
5. In a fluid-pressure brake, the combination of a grooved wheel mounted on a
car-axle, a friction-wheel adapted to contact therewith, a crank-shaft upon which
said last-mentioned wheel is mounted, movable bearing for said crank-shaft, the
cranks at the extremity of the latter being turned at an angle to each other, a
plurality of pistons suitably supported, a reservoir, connections from the cylinders
of said pistons to said reservoir and other connections common to the latter and
to said movable bearings, whereby any variation of the pressure in said reservoir
will cause a variation of the frictional contact between said wheels.
6. The combination of a reservoir, a cylinder having ports on either extremity
thereof, valves controlling said ports, one of said valves being actuated by an
increase of pressure in said reservoir and the other of said valves communicating
with and being actuated by reason of the pressure derived from the air-com-
pressor, a piston in said cylinder, a piston-rod attached to said piston, levers

page_text: suitably fulcrumed, links common to said levers and piston-rod, a friction-wheel
mounted upon a crank-shaft, the latter having movable bearings, said bearings
being actuated by said levers, a second wheel mounted upon a car-axle, and con-
nections from said first-mentioned or friction wheel to the cylinders of an air-
compressor.
7. In a fluid-pressure brake, the combination of an air-compressor, a train-pipe,
a reservoir and a valve-casing, the latter having therein a chamber 44 into which
air is forced from said pump, a port 47 leading from said chamber, a second
chamber 45 with which said port communicates, a valve 49 controlling said port,
a stem 52 for said valve, a head 53 attached to said stem, a spring bearing upon.
said head, a chamber 46 located in proximity to said chamber 44, a valve 51 for
said chamber, said stem 52 controlling the movement of said valve, a spring-
actuated piston located below said valve 51, a chamber 60, in proximity to said
chamber 45* and valves seating in opposite directions and controlling ports common
to the said chambers 45* and 60, a valve 87 having ports communicating with
the chambers 45 and 46, with the train-pipe, with means for regulating the
operation of the compressor, and with the atmosphere.
8. In a fluid-pressure brake, the combination of a reservoir, a valve-casing
located at either end of the car for controlling the pressure in a brake-cylinder,
a valve-plug 87 having ports and passages therein substantially as shown and
described, a plurality of air-compressors operated by frictional contact with a
wheel mounted on the car-axle, a valve-casing located in proximity to said air-
'compressor, and receiving compressed air therefrom, a plurality of chambers in
said last-mentioned valve-casing, and valves in said chambers adapted to seat in
opposite directions, the said chambers in the last-mentioned valve-casing com-
municating with the air-compressor, the ports of the casing or valve-plug 87, the
means for regulating the air-compressor, and the atmosphere.
9. In a fluid-pressure brake, a casing, containing the chambers 44, 46, 45*
and 60, a pipe leading from an air-pump to the inlet chamber 44, pipes leading
from the chambers 46 and 45* to a brake-valve 69, a reservoir, a pipe leading
from the latter to said chamber 60, valves common to the chanıbers 45* and 60 but
seating in opposite directions, a check-valve located in said chamber 44 and con-
trolling the passage to said chamber 46, a valve controlling the port between the
chambers 44 and 45*, means for seating said valve by an increase of pressure in the
latter chamber, and means for throwing said pump into operation upon a decrease
of pressure in said reservoir.
10. In a fluid-pressure brake, a reservoir, an air-pump, connections common
to said pump and reservoir, whereby any decrease of pressure in the latter causes
said pump to be operated, an inlet chamber receiving compressed air from said
pump, a valved chamber communicating with said inlet chamber and leading
to a brake-valve, a pipe leading from another chamber communicating with said
valved chamber to said reservoir, and connections common to said brake-valve and
the brakes for actuating the latter.
11. In a fluid-pressure brake, a reservoir and air-pump, means common to said
pump and reservoir, for enabling any decrease of pressure in said reservoir to
operate said pump, an inlet chamber receiving compressed air from said pump,
a valved chamber communicating with said inlet chamber and leading to a brake-
valve, the latter consisting of a suitable casing having a plurality of ports therein,
two of said ports communicating with said valved chambers and a chamber
adjacent to said inlet chamber, another port communicating with means for regu-
lating the operation of said air-pump, a plug in said valve-casing constructed' sub-
stantially as described and having a port communicating with the atmosphere and
a pipe leading from said valve-casing to a brake-cylinder.
12. A valve-casing for a fluid-pressure brake, having a chamber communicating
with an air-compressor, a valved chamber in communication therewith and with
the brake valve, a second valved chamber communicating with the first-mentioned
chamber and with the brake-valve and with a valved chamber in communication

page_text: with the reservoir, and valves between the first-mentioned chamber and the two
valved chambers communicating therewith, and controlled by the pressure within
the second-mentioned valved chamber.
with
13. A valve-casing for a fluid-pressure brake, having a chamber communicating
with an air-compressor, a valved chamber communicating therewith and
the brake-valve, a second valved chamber communicating with
the first-mentioned chamber and with the brake-valve and with a valved chamber
communicating with a reservoir, two ports between said second valved chamber and
the valved chamber communicating with the reservoir, said ports being controlled
by oppositely-opening valves and the said valve opening into the second valved
chamber being under the control of and closed by a resilient cushion and valves
between the first-mentioned chamber and the two valved chamber communicating
therewith, controlled by the pressure within the second-mentioned valved chamber.
14. A valve-casing for a fluid-pressure brake, having a chamber communicating
with an air-compressor, a valved chamber communicating therewith and with the
brake valve, a second valved chamber communicating with the first-mentioned
chamber and with the brake-valve and with a valved chamber communicating with
a compressed-air reservoir, and valves between the first-mentioned chamber, and
the two valved chambers communicating therewith the valve of the second valved
chamber being closed by fluid-pressure therein and opened by spring pressure and
controlling the opening and closing of the valve of the first-mentioned valved
chamber.
15. In a fluid-pressure brake, a friction-wheel mounted on the running-gear of
the car, a friction-wheel 3 adapted to contact therewith, a crank-shaft upon which
the latter wheel is mounted, shifting bearings for said crank-shaft, a piston-
cylinder and piston, a reservoir, a connecting-pipe and valve mechanism inter-
mediate of said reservoir and piston-cylinder, means for moving said wheel 3 into
contact with the adiacent wheel by fluid-pressure derived from said reservoir.
means for moving said wheel 3 away from the adjacent wheel by pressure derived
direct from said compressor, and a connection between said piston and said shifting
bearings.
Dated this 27th day of August 1900
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.