IMPROVEMENTS IN BRAKES AND BRAKE GEAR
Year: 1879

page_text: LETTERS PATENT to John Audley Frederick Aspinall, of Inchicore, Dublin, in
the County of Dublin, Engineer, for the Invention of "IMPROVEMENTS IN
BRAKES AND BRAKE GEAR."
PROVISIONAL SPECIFICATION left by the said John Audley Frederick
Aspinall, at the Office of the Commissioners of Patents on the 20th September
1879.
JOHN AUDLEY FREDERICK ASPINALL, of Inchicore, Dublin, in the County of
Dublin, Engineer. "IMPROVEMENTS IN BRAKES AND BRAKE GEAR."
According to this Invention I provide means for the application of the brakes on
trains fitted with pressure or vacuum brakes in such a manner that the brakes on
the last carriage are put on first, thus putting the train in tension, and preventing
the violent concussions which take place when the brakes on the first carriage are
put on first, the compressed buffer springs in the rear of the train then storing up a
force which reacts on this portion of the train when the brakes become fully
applied.
On trains fitted with vacuum and two train pipes, I lead from each pipe
a branch to each brake cylinder, and between these branches I place a valve with
three inlets, viz., one to each branch and one to the cylinder; the valve itself is a
flap valve which can seat itself on a seat to either branch, thus connecting one or
other train pipe with the cylinder. The train pipes are connected at the rear of the
last coach, when, say, the right hand pipe is exhausted, all the flap valves will be
seated on their right hand seats, and close that side to the cylinder, hence suction
will be applied to the cylinder on the last carriage first through the side of the
valve connected to the left band train pipe.
On trains fitted with pressure brake, and two train pipes also coupled at the rear,
I use a three inlet double heated spindle valve, one head of which can similarly
close between cylinder and one branch while the other head opens communication
between cylinder and other branch.
In either system the carriages may be turned end for end.
For the gradual application of brakes I use a starting handle capable of opening
the starting valve very easily and slowly, but so that it may at the same time be

page_text: opened suddenly and fully in case of emergency. For this purpose I mount it on a
sliding fulcrum. It may be formed with an eccentric boss on one side which acts
as the fulcrum as long as gradual application is required. The rod leading to the
starting valve is connected to this boss, and passes through a bracket provided with
a sliding cheek or bearing for the boss to work in, and fitted with a projection
against which the point of a short arm on the handle abuts when the handle has
been moved a short distance; this point then becomes the fulcrum for the handle,
and the starting valve rod may now be drawn out to its full extent.
The gear by which the brake blocks are hung is formed of two truss bars, to
which the brake lever is connected.
The ends of the truss bars are fitted to the brake blocks on a flat face between
two lugs so as to obviate any tendency of the blocks to twist, and they are fastened
to the blocks by a bolt which does not receive any part of the strain. The blocks
are hung in links so that the blocks are free of the wheels in the normal position.
Through the centre strut of one truss bar is passed a lever, one end of which is
connected to the power by which the brakes are applied, and the other to a tie rod
which is adjustably fastened to the short arm of another lever, the long arm of which
passing through the opposite truss bar is connected to under frame of carriage.
The former lever may sometimes be of bell crank form, and in such case two struts
are carried up to the underside of carriage frame, so as to relieve the upward strain
on the truss bar.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said John Audley Frederick Aspinall in the Great Seal Patent Office on
the 19th March 1880.
JOHN AUDLEY FREDERICK ASPINALL, of Inchicore, Dublin, in the County of
Dublin, Engineer. "IMPROVEMENTS IN BRAKES AND BRAKE GEAR."
According to this Invention, I provide means for the application of the brakes on
trains fitted with pressure or vacuum brakes in such a manner that the brakes on
the last carriage are put on first, thus putting the train in tension, and preventing
the violent. concussions which take place when the brakes on the first carriage are
put on first, the compressed buffer springs in the rear of the train then storing up a
force which reacts on this portion of the train when the brakes become fully
applied.
f
On trains fitted with vacuum brakes and two train pipes, I lead from each pipe a
branch to each brake cylinder, and. between these branches I place a valve with
three inlets, viz., one to each branch and to the cylinder; the valve itself is a
flap valve which can seat itself on a seat to either branch, thus connecting one or
other train pipe with the cylinder. The train pipes are connected at the rear of the
last coach, when say the right hand pipe is exhausted; all the flap valves will be
seated on their right hand seats, and close that side to the cylinder, hence suction

page_text: "
will be applied to the cylinder on the last carriage, first through the side of the
valve connected to the left hand train pipe.
6
Figure 1 of the accompanying Drawings is a side view of a brake cylinder, and a
three inlet valve fitted in connection therewith, and Figure 2 is an end view of the
cylinder and valve.
Figure 3 is a sectional view of the said three inlet valve drawn to a larger
scale.
Figure 4 is a diagram plan representing six railway coaches having brake
cylinders with six of the three-inlet valves, and arranged for the double train pipe
system...
A pipe E leads from the upper part of each brake cylinder A to the casing for
the flap valve B, which latter can seat itself so as either to close to the pipe branch
C, which connects with one train-pipe F, or so as to close to the pipe branch D,
which connects with the other train pipe G. The train pipes F and G are
connected at the rear of the last carriage as shown.
Supposing the train pipe G is open to the ejector on the engine, all the flap
valves B will, when the ejector is started, and a vacuum formed in the pipe G, close
to the branches D, and the cylinders A will be open to the train pipe F by the
branches C, the exhausting action of the ejector will then first apply itself to
the last coach of the train, then to the last but one, and so on, and last of all, to
the carriage next to the engine. The valve B, Figure 3, with the casing, is the
same as the one shown in Figures 8 and 9 of the Specification of my Patent, dated
17th February, 1879, No. 630.
On trains fitted with pressure brake, and two train pipes also coupled at the
rear, I use a three inlet double headed spindle valve, one head of which can
similarly close between cylinder and one branch, while the other head opens
communication between cylinder and other branch.
Figure 5 is a sectional view of such a three inlet valve. One head B of this
valve seats itself against a seat in the branch C to one train pipe, and the other head
B' seats itself against a seat in the branch D to the other train pipe. The fluid
pressure being applied in, say, the right hand train pipe, all the valves B' on that
side will be closed, and the fluid pressure passing round by the rear cross connection
of the train pipes will enter the last carriage brake cylinder first, then the last but
one, and so on.
In either system the carriages may be turned end for end without affecting the
working of the valves.
For the gradual application of brakes I use a starting handle capable of opening
the starting valve very easily and slowly, but so that it may at the same time be
opened suddenly and fully in case of emergency. For this purpose, I mount it on
a sliding fulcruin.
Figure 6 is a side view of one form of starting lever and parts belonging thereto,
made according to this part of my Invention.
Figure 7 is an end view, and Figure 8 a front elevation. The lever A is formed with
an eccentric boss a on one side which acts as the fulcrum as long as gradual applica-
tion is required. The rod B leading to the starting valve is by means of a joint pin b,
and part 61, connected to this boss a; the part b¹ passes through a bracket C, provided
with a sliding cheek or bearing D for the boss a to work in; the bracket C is fitted
with a projection c, against which the point of a short arm a¹ on the handle A abuts
when the handle has been moved a short distance; this point then becomes the fulcrum
for the handle, and the starting valve rod B may now be drawn out to its full extent.
The dotted lines indicate the position of the lever A when the valve is open, and
the lever drawn outwards. In ordinary use the levers only pulled out as far as is
shown by dotted lines, moving the valve rod B about 3/8 of an inch when the
arm a touches the bracket C at c¹. The cheek slide or bearing D rises or falls in
its guide groove as the lever A is drawn out, or pushed in, and the eccentric boss α,
with the part b¹, and rod B attached thereto, may be drawn outwards free of the
cheek slide D as soon as the point of the arm a' touches the bracket C at c¹, this

page_text: being necessary when the valve has to be opened fully as when a sudden application
of the brake is required.
The gear by which the brake blocks are hung is formed of two truss bars, to which
the brake lever is connected. The ends of the truss bars are fitted to the brake
blocks on a flat face between two lugs, so as to obviate any tendency of the blocks
to twist, and they are fastened to the blocks by a bolt which does not receive any
part of the strain. The blocks are hung in links, so that the blocks are free of the
wheels in the normal position.
Through the centre strut of one truss bar is passed a lever, one end of which is
connected to the power by which the brakes are applied, and the other to a tie rod
which is adjustably fastened to the short arm of another lever, the long arm of
which passing through the opposite truss bar is connected to under frame of carriage.
The former lever may be sometimes of bell crank form, and in such case, two struts
are carried up to the underside of carriage frame, so as to relieve the upward strain
on the truss bar.
Figure 9 is a side view, and Figure 10 a plan of such a brake gear. A, A¹ are two
trussed bars, to the ends of which the brake blocks B are fitted on a flat face
between two lugs C, C, which prevent twisting of the blocks, the bolt o which
passes through the block B and lugs C is not exposed to twisting strain. D, D, are
the links in which the blocks are suspended.
E is a bell crank lever passing through and jointed to the centre strut of one
truss bar A¹; one end of this lever is connected to the piston rod of the brake
cylinder F, and the other end to a tie rod G, which consists of two parts screwed
together, as shown, so as to be adjustable in length; this tie rod G is jointed to the
lower and shorter end or arm of the lever H, which passes through the opposite
trussed har A, and whose upper and longer end of which is jointed to the under
frame I of the carriage, the hole in lever at this upper end is formed oval to allow
the lever to rise slightly as the brake blocks wear out. K, K, are two struts
between the trussed bar A', and the under frame I of the carriage to relieve the
strain on the truss bar A¹. A2 is the brake cylinder in this figure.
And having thus descrbed and ascertained the nature of this Invention, I
declare that I claim,―-
Firstly. The arrangement of brake cylinder valves and double train pipes in a train
fitted with vacuum or pressure brakes, substantially as described, for putting the
brakes on the last carriage, so fitted on first, or the brakes on the first carriage, so
fitted last, thus putting the train in tension and preventing concussions, while also
admitting the train being turned end for end.
Secondly. The construction of valve operating gear, substantially as described,
that is, mounting the eccentric fulcrum boss of the lever in or on a sliding bearing
for the purpose of affording facility for, say, partially opening any starting valve
very easily or slowly, but so as to admit of opening it quickly and fully if desired.
Thirdly. The combination of trussed bars, levers, and tie rods for brake gear,
substantially as described.
In witness whereof, I, the said John Audley Frederick Aspinall, have hereunto
set my hand and seal, this Seventeenth day of March, in the year of our
Land Ona thousand eight hundred and eighty