IMPROVEMENTS IN CONTINUOUS AUTOMATIC BRAKES FOR RAILWAY TRAINS
Year: 1880

page_text: LETTERS PATENT to William Lloyd Wise, of 7, Whitehall Place, in the
City of Westminster, for an Invention of "IMPROVEMENTS IN CONTINUOUS
AUTOMATIC BRAKES FOR RAILWAY TRAINS." A communication from abroad
by Friedrich Carl Glaser, of Berlin, in the Empire of Germany, Engineer and
Patent Solicitor.
PROVISIONAL SPECIFICATION left by the said William Lloyd Wise at the
Office of the Commissioners of Patents on the 9th August 1880.
WILLIAM LLOYD WISE, of 7, Whitehall Place, in the City of Westminster.
"IMPROVEMENTS IN CONTINUOUS AUTOMATIC BRAKES FOR RAILWAY TRAINS."
(A communication from abroad by Friedrich Carl Glaser, of Berlin, in the Empire
of Germany, Engineer and Patent Solicitor.)
This Invention has reference to,-
1st. The combination and arrangement of the several parts of the brake apparatus
in one cylinder, substantially as hereinafter described and shewn, and connecting
the main pipe directly to it.
2nd. Combining with the above cylinder a simple automatic brake block regu-
lator, such that the blocks do not require regulation by hand, their wear and that
of the tyres being taken up by the push rod itself automatically; the main piston
however always inaintaining its normal stroke till the blocks are worn out. This
renders it needless to provide in the cylinder spare room requiring to be filled or
emptied in applying or releasing the brake.
3rd. A simple automatic valve arrangement sufficiently sensitive for all practical
purposes, but such as to prevent application of the brakes by the action of the
valve on the occurrence of small leaks, jolting of the train, or from other cause
other than the act of an operator, or separation or derailment of the train.
4th. The arrangement in combination with the above mentioned automatic block
regulator of a groove, slot, or passage in the cylinder by the main piston, in such
manner as to dispense with valves or other arrangements for the production of an
automatic brake.

page_text: To facilitate an understanding of the nature of the Invention I append two
Sheets of Drawings by way of illustration.
Referring to Sheet 1, Fig. 1 is a longitudinal section through the above-
mentioned cylinder (with automatic valve) shewing the general arrangement of
regulating apparatus.
Fig. 2 is a cross section of the cylinder showing the automatic valve.
Fig. 3 shows the valve with main pipe connections, and
Figs. 4 and 5 shew the regulating plates h¹ and i¹³.
The compressed air or other actuating medium passing along the main pipe c, c,
Fig. 3, Sheet 1, enters the valve chamber above the valve b', as shewn in Fig. 2,
passes by the first ring of the piston by means of the groove d' through the hole "
in the stem of the valve under the same, where it can enter the forward part of the
main cylinder a through the hole e¹ charging the same.
To apply the brake the pressure in the main pipe must be reduced, either
purposely or by the accidental separation of the train, when the pressure under
the valve not being able to escape so rapidly because the groove d' is too small
forces the valve upwards, closes the groove di entirely, and the bottom ring of
valve passing the hole now puts the two parts of the cylinder a¹ and a in com-
munication (see Fig. 3). The main piston x moves rapidly forward and applies
the brake in the usual manner. To release the brake the pressure in the main pipe
is restored, which forces the valve down again, and setting the back part of the
cylinder a in connection with the atmosphere through the hole g¹, as shewn in
Fig. 2, releases the brake. This valve is capable of applying the brake with
different degrees of force, for if a small reduction only is made in the main pipe
c, c, the valve after rising and letting a corresponding amount expand behind, the
main piston is balanced, when however the pressure under the valve begins to get
slightly lower the valve starts moving down again, opening the slit d', which
quickly causes an equal pressure on both sides, and the valve from its own friction
stops, while the hole f¹ leading behind the main piston x is still closed by the two
rings at the bottom of the valve, and the brake is thus held on. A further
reduction of pressure in the main pipe c, c, would cause an increased flow of air
from a¹ to a, forcing the brake still harder on, while an increase of pressure in the
pipe c, c, would release the brake by forcing the valve down to its original position,
as shewn in Fig. 2.
The automatic brake block regulator is formed by the usual push rod k¹ entering
the piston rod m', which is of tubular form for its whole length.
The push rod has a series of notches, in which rest the regulating plates h¹
and ¹. The distance y (Fig. 1) is the normal stroke of the piston in applying the
brake. When through wear in the blocks or tyres the push rod travels further
out, the plate h¹ is stopped at the end of the cylinder, and rising over a tooth or
projection falls into the next notch.
On the return of the piston the plate ' is again stopped, holding the push rod
out, but the piston a acted upon by the usual spiral spring returns fully to the
end of the cylinder, drawing the plate over a tooth or projection also. Thus the
push rod is one notch further out than before, and the blocks are set up a
corresponding distance.
This outward movement of the push rod is continued as required until the blocks
are wholly worn out, when the push rod projects a certain extra length from the
cylinder. By taking out the push rod pin (not shewn) and turning the push rod
one half round the plates are brought out of action, and the rod being pushed back
and new blocks put on the brake is again ready for service. This apparatus may
be made with the push rod hollow and the piston rod solid, or the plates ¹ and i¹
may be made in the form of ratchets or be attached to other parts of the brake
rigging. It will be seen from Figs. 4 and 5 that the plates and ¹ cannot turn
round or get out of the notches themselves; also that the heavy strains of the brake
are not brought upon springs or other unsuitable parts, but direct upon the push
rod itself, which can be made of any suitable section. The use of this regulator

page_text: renders unnecessary the length of cylinder usually given (such as 3 or 4 times the
proper stroke of the piston) which is required (owing to the wearing of the blocks)
where there is no such automatic regulator. This extra space to be filled causes
a great waste of air, slowness of action, and furthermore, even when under careful
inspection, the occasional total failure of the brake on a vehicle from its piston
getting against the cylinder cover.
Sheet 2 of the Drawings shews this regulator in combination with a simple brake
cylinder, having no valves, but producing nevertheless an automatic brake.
Air entering the forward part of the cylinder from the main pipe c, c, charges
the chamber a', and forcing the piston back a certain distance passes through the
grooved at that point to the back part; if now the pressure in the main pipe be
suddenly reduced the pressure behind the piston, which cannot escape quickly
through the small groove d', forces the piston x rapidly forward, closing the groove
altogether, and proceeding further applies the brake; thus the main piston x is
made to act as its own valve.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said William Lloyd Wise in the Great Seal Patent Office on the
9th February 1881.
WILLIAM LLOYD WISE, of 7, Whitehall Place, in the City of Westminster.
"IMPROVEMENTS IN CONTINUOUS AUTOMATIC BRAKES FOR RAILWAY TRAINS."
(A communication from abroad by Friedrich Carl Glaser, of Berlin, in the Empire
of Germany, Engineer and Patent Solicitor.)
This Invention has reference to,-
1st. The combination and arrangement of the several parts of the brake
apparatus, including an automatic block regulator, all in one cylinder, substantially
as hereinafter described and shewn, the main pipe being connected directly
thereto.
2nd. Combining with the brake cylinder a simple automatic brake block
regulator, such that the blocks do not require regulation by hand, their wear and
that of the tyres being taken up by the push or pull rod, as the case may be, itself
automatically, the main piston, however, always maintaining its normal or short
stroke till the blocks are worn out. This renders it needless to provide in the
cylinder spare room (for extra stroke of the piston) requiring to be filled or emptied
in applying or releasing the brake.
3rd. A simple automatic valve arrangement sufficiently sensitive for all practical
purposes, but of such construction as to prevent application of the brakes by the
action of the valve on the occurrence of small leaks, jolting of the train, or from
other cause other than the act of an operator, or separation or derailment of the
train.
4th. The arrangement, in combination with the above mentioned automatic
block regulator, of a groove, slot, or passage in the cylinder, by the main piston, in
such manner that the piston will operate also as a valve, thus rendering unnecessary
the use of the herein before described automatic valve or any other valve
(excepting the piston itself) for controlling the application and release of the brake
blocks.
Referring to Sheet 1 of the Drawings, Fig. 1 is a longitudinal section through
the above mentioned cylinder (with automatic valve) shewing the general arrange-
ment of regulating apparatus.
Fig. 2 shews a modification.
Fig. 3 is a cross section of cylinder shewing the automatic valve as arranged both
in Fig. 1 and in Fig. 2.
Fig. 4 shows the valve with main pipe connections; and
Figs. 5 and 6 shew the regulating plates h' and ' hereinafter more particularly
described.
Fig. 7 shews an arrangement of apparatus in which the main piston is made to
act as its own valve.
Fig. 8 shews in section the regulating plate illustrated in Fig. 7.
Figs. 9, 10, and 11 shew a general arrangement of this last apparatus as fixed on
a carriage in connection with the existing hand brake.
The compressed air or other actuating medium passing along the main pipe c, c,
Figs. 3 and 4, Sheet 1, enters the valve chamber above the valve b', passes by the
first piston or ring of the valve by the groove d' through the hole d¹¹ in the stem
of the valve under the same, where it can enter the part a¹ of the main cylinder a
through the hole e' charging the same.
To apply the brake the pressure in the main pipe must be reduced either pur-
posely or by the accidental separation of the train, when the pressure under the
valve not being able to escape so rapidly because the groove d' is too small forces
the valve upwards, closes the groove d entirely, and the bottom piston or ring of

page_text: the valve passing the hole f' now puts the two parts of the cylinder a¹ and a in
communication. The main piston a moves rapidly forward and applies the brake
in the usual manner. To release the brake the pressure in the main pipe is restored,
which forces the valve down again, and setting the part a of the cylinder in con-
nection with the atmosphere through the hole g¹, as shewn in Fig. 4, releases the
brake. This valve is capable of applying the brake with different or varying
degrees of force, for if only a small reduction in pressure is made in the main
pipe c, c, the valve, after rising aud letting a corresponding amount of actuating
fluid expand behind, the main piston is balanced; when, however, the pressure
under the valve begins to get slightly lower, the valve starts moving down again,
opening the slit d, whereby fluid flows until an equal pressure obtains on both
sides, and the valve from its own friction stops, while the hole leading behind
the main piston x is still closed by the two pistons or rings at the bottom of the
valve, and the brake is thus held on. A further reduction of pressure in the main
pipe c, c, would cause an increased flow of fluid from a¹ to a, forcing the brake
still harder on, while an increase of pressure in the pipe c, c, would release the
brake by forcing the valve down to its original position, as shewn.
In the automatic brake block regulator, as shewn in Figs. 2 and 7, the usual
push or pull rod enters the piston rod m', and this rod m' is of tubular form
throughout its length.
The push or pull rod has a series of notches, in which rest the regulating
plates h¹ and . The distance y is the normal stroke of the piston in applying the
brake when the blocks are the right distance from the wheels. If through wear
in the blocks or tyres the push or pull rod ¹ should travel further, then the plate h¹
will be stopped at the end of the cylinder, and rising over a tooth or projection
will fall into the next notch.
On the return of the piston x the plate h¹ is again stopped, holding the push rod
out, but the piston a acted upon by the usual spiral spring returns fully to the
end of its stroke, moving the plate over a tooth or projection also. Thus the
push or pull rod k will be one notch further than before, and the blocks will be set
up a corresponding distance.
This movement of the push or pull rod is continued as required until the blocks
are wholly worn out, when in the arrangement shewn in Fig. 2 the rod projects a
certain extra length from the cylinder. In the arrangement shewn in Fig. 7 the
reverse would be the case, the end here would be further in, as it is a pull instead of
a push rod. By taking out the push or pull rod pin (not shewn), and turning the
rod one half round, the plates and are brought out of action, and the rod
being pushed back and new blocks put on the brake is again ready for service.
In Fig. 1 the apparatus is shewn as made with the push rod hollow and the piston
rod solid. The plates h¹ and i' may be made in the form of ratchets, or be attached
to other parts of the brake rigging. It will be seen from Figs. 5, 6, and 8 that
the plates and cannot turn round or get out of the notches themselves, also
that the heavy strains of the brake are not brought upon springs or other unsuitable
parts, but direct upon the push or pull rod itself, which can be made of any suitable
section. The use of this regulator renders unnecessary the extra length of cylinder
usually given (such as 3 or 4 times the proper stroke of the piston), and which
is ordinarily required (owing to the wearing of the blocks) where there is no such
automatic regulator. This large extra space to be filled or emptied causes a great
waste of air, slowness of action; and, furthermore, even when under careful
inspection, the occasional total failure of the brake on a vehicle from its piston
getting against the cylinder cover.
I will now describe the arrangement shewn in Fig. 7, whereby the piston that
operates the brake blocks is caused to act also as its own valve. Air entering the
back part a of the cylinder from the main pipe at c charges that part or chamber,
and forcing the piston forward a certain distance passes through the groove
that point to the front part a¹; if now the pressure in the main pipe at c be
suddenly reduced the pressure behind the piston will escape also, and the pressure
at

page_text: forward which cannot escape quickly through the small groove d¹ will force the
piston rapidly backward, closing the groove altogether, and proceeding further
will apply the brake; thus the main piston x is made to act as its own valve. By
restoring the pressure in the pipe at the piston x will be driven forward again,
releasing the brake, and the groove will be again opened, forming a communi-
cation as before. The groove d¹ is of such a length that the piston need not be
forced entirely back before the communication is opened, and when this is done the
air from a passing round completes the release of the piston owing to the difference
in area of the two sides of the piston, the spiral spring assisting.
It will be understood that by the use of an automatic brake block regulator, such
as hereinabove described, not only are the blocks kept set the proper distance from
the wheels until worn out, but furthermore it results that the stroke of the piston
is kept short and uniform, thus effecting a great saving of air or actuating fluid,
and adding materially to the quickness of the brake's action.
Where a long
cylinder is used the quantity of air to be let out to put on the brake is very
considerable, and the action of the brake is consequently sluggish.
As will be evident the arrangements shewn in Fig. 7 are also equally applicable
for vacuum brakes, both as regards the regulator and the use of the piston, in
combination with the cylinder, having a groove or passage in it, whereby the use
of all valves, properly so-called (and as distinguished from the piston itself) is
obviated.
Having described the nature of the said Invention, and explained the manner of
carrying it into practical effect, I would have it understood that what I claim
as new, and secured to me under the Letters Patent hereinbefore in part recited
is,―
1. A continuous brake wherein the various parts, including an automatic block
regulator, are arranged all in one cylinder, substantially as hereinbefore described
and shewn in the Drawings.
2. In an automatic brake a compound valve apparatus having rings or pistons
formed with or carried by a stem which has a groove or channel in it, and works
in a chamber, the whole being so arranged in communication with the train pipe,
the cylinder apparatus, and the atmosphere that the compound valve rests on the
bottom of its containing chamber when out of action, rises to apply the brakes, and
falls to release them, substantially as described.
3. A regulating apparatus with a notched or serrated rod or bar, so arranged, in
combination with suitable plates and with the piston rod, or a rod connected to the
piston rod, as to compensate for or take up the wear of the brake blocks auto-
matically, as required, without materially increasing the original stroke of the
piston, substantially as described.
4. In a continuous or automatic brake, for pressure or vacuum controlling, the
operation of the brake blocks by the use in combination of a cylinder formed with
a groove or channel and a piston situate in an intermediate position in such
cylinder, forming a diaphragm or partition therein, and also acting as a valve or
cut off between the two cylinder chambers connected with the said groove, such
piston likewise applying the brake blocks, all substantially as herein before described
and shewn.
In witness whereof, I, the said William Lloyd Wise, have hereunto set my
hand and seal, this Ninth day of February, in the year of our Lord Oue
thousand eight hundred and eighty-one.
W. LLOYD WISE. (L.S.)