IMPROVEMENTS IN BRAKE APPARATUS SUITED FOR RAILWAY CARRIAGES, AND FOR OTHER PURPOSES
Year: 1860

page_text: LETTE
to Prosper
Tremorey
Martin, of Rouen, in the Empire of France, Civil Engineers, for the
Invention of "IMPROVEMENTS IN BRAKE APPARATUS SUITED FOR RAILWAY
CARRIAGES, AND FOR OTHER PURPOSES,"
Sealed the 11th January 1861, and dated the 18th July 1860.
PROVISIONAL SPECIFICATION left by the said Prosper Verdat du
Trembley and André Désiré Martin, at the Office of the Commissioners
of Patents, with their Petition, on the 18th July 1860.
We, PROSPER VERDAT DU TREMBLEY and ANDRE DESIRE MARTIN, of Rouen,
in the Empire of France, Civil Engineers, do hereby declare the nature of the
said Invention for "IMPROVEMENTS IN BRAKE APPARATUS SUITED FOR RAILWAY
CARRIAGES, AND FOR OTHER PURPOSES," to be as follows;-
This Invention relates to the application of air pumped into or exhausted
from a vessel having a piston working therein, or a diaphragm connected to
the end or ends thereof, by which motion may be given through a rod or rods,
and by the increased area of such piston or diaphragm in relation to the
diameter of the pump sufficient power may be obtained for enabling the rods
and their connections to operate upon and sufficiently govern, both as regards
time and power, brakes, friction straps, clips or bands, friction clutches. and
other means of breaking, retarding, or regulating the speed of machinery in
motion.

page_text: For working ranway carriage brakes and for other simmar purposes, w
prefer to construct a cylinder of large diameter as compared with its length or
depth, and to fit thereto at one or at both ends thereof a flexible diaphragm,
secured all round to the edge of the cylinder and having a plate backing, to
which is connected by means of a central collar or washer on the other side a
rod or bar for communicating the motion of the diaphragm to the brake levers.
The external surface of the diaphragm is protected by a cover plate. The con-
nection between it and the forcing or exhausting pump is by means of a tube
or tubes through an opening in the side or end of the cylinder, as may be
most convenient, the air being forced into the cylinder against the external
pressure of the atmosphere or withdrawn therefrom, by which the pressure of
the atmosphere upon the disc or diaphragm is taken advantage of for pro-
ducting motion and in power corresponding to the area of the disc or dia-
phragm. The rod or rods connected with the moveable disc or diaphragm
transmits the motion to the rocking shaft or other means of operating upon
the brakes or frictional apparatus.
The connections. between the air pipes at the ends of each carriage are
effected by means of a novel arrangement of mouth-piece or box, by which the
ends of the tubes are brought into close contact, and a resilience of their edges
or of elastic washers is effected, so that no escape can take place whilst a
flexibility or freedom of motion is permitted to the connecting pipes. This
is effected by forming a metal box in two picces, into the centre of each of
which one end of a pipe is securely fitted air-tight; from the face of one part
or piece of the coupling box projects two horns, whilst the opposite half has
in like manner also two projections of an L or T form, and correspondingly
opposite to each of these projecting studs a groove or slot is formed, into
which the head enters, and after passing along a groove by being turned
round therein each stud is secured, and the whole of the studs thus having an
equal bearing secure the two portions of the coupling box together, and by
the curve or angle given to each slot means of adjustment and of more firmly
securing the halves together, and compensating for wear or compression of the
elastic joints are insured.
Of course modifications in the size and form of this apparatus may be made,
as also in the positions which it may be applied for operating upon brakes and
other frictional apparatus, whether in the form of triction blocks, straps, bands,
or clutches, and wherever the same may be applied.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Prosper Verdat du Trembley and André Désiré Martin, in the
Great Seal Patent Office on the 18th January 1861.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, PROSPER
VERDAT DU TREMBLEY and ANDRE DESIRE MARTIN, of Rouen, in the Empire of,
France, Civil Engineers, send greeting.
N
Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Eighteenth day of July, in the year of our Lord One.
thousand eight hundred and sixty, in the twenty-fourth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto us, the said
Prosper Verdat du Trembley and André Désiré Martin, Her special licence that
we, the said Prosper Verdat du Trembley and André I ésiré Martin, our
executors, administrators, and assigns, or such others as we, the said Prosper
Verdat du Trembley and André Désiré Martin, our executors, administrators,
and assigns, should at any time agree with, and no others, from time to
time and at all times thereafter during the term therein expressed, should
and lawfully might make, use, exercise, and vend, within the United Kingdom
of Great Britain and Ireland, the Channel Islands, and Isle of Man, an
Invention for "IMPROVEMENTS IN BRAKE APPARATUS SUITED FOR RAILWAY CAR-
RIAGES, AND FOR OTHER PURPOSES," upon the condition (amongst others) that
we, the said Prosper Verdat du Trembley and André Désiré Martin, our
executors or administrators, by an instrument in writing under our, or one of
our, or their, or one of their hands and seals, should particularly describe and
ascertain the nature of the said Invention, and in what manner the same
was to be performed, and cause the same to be filed in the Great Seal
Patent Office within six calendar, months next and immediately after the
date of the said Letters Patent.
NOW KNOW YE, that we, the said Prosper Verdat du Trembley and
André Désiré Martin, do hereby declare the nature of our said Invention,
and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement in writing and
accompanying Sheet of Drawings:-
This Invention relates to the application of air pumped into or exhausted
from a vessel having a piston working therein, or a diaphragm connected to
the end or ends thereof, by which motion may be given through a rod or rods,
and by the increased area of such piston or diaphragm in relation to the
diameter of the pump sufficient power may be obtained for. enabling the
rods and their connections to operate upon and sufficiently govern, both as

page_text: regards time and power, brakes, friction straps, clips or bands, friction clutches,
and other means of breaking, retarding. or regulating the speed of machinery
in motion.
For working railway carriage brakes and for other similar purposes we
prefer to construct a cylinder of large diameter as compared with its length
or depth, and to fit thereto at one or at both ends thereof a flexible diaphragm
secured all round to the edge of the cylinder, and having a plate backing, to
which is connected by means of a central collar or washer on the other side a
rod or bar for communicating the motion of the diaphragm to the brake
levers. The external surface of the diaphragm is protected by a cover plate;
the connection between it and the forcing or exhausting pump is by means of
a tube or tubes through an opening in the side or end of the cylinder, as may
be most convenient, the air being forced into the cylinder against the
external pressure of the atmosphere, or withdrawn therefrom, by which the
pressure of the atmosphere upon the disc or diaphragm is taken advantage of
for producing motion, and in power corresponding to the area of the disc or
diaphragm. The rod or rods connected with the moveable disc or diaphragm
transmits the motion to the rocking shaft or other means of operating upon
the brakes or frictional apparatus.
The connection between the air pipes at the ends of each carriage are
effected by means of a novel arrangement of mouth-piece or box, by which the
ends of the tubes are brought into close contact, and a resilience of their
edges or of elastic washers is effected, so that no escape can take place, whilst
a flexibility or freedom of motion is permitted to the connecting pipes. This
is effected by forming a metal box in two pieces, into the centre of each of
which one end of a pipe is securely fitted air-tight; from the face of one part,
or the piece of the coupling box projects two horns, whilst the opposite half has,
in like manner, also two projections of an L or T-form, and correspondingly
opposite to each of these projecting studs a groove or slot is formed, into
which the head enters, and after passing along a groove by being turned
round therein each stud is secured, and the whole of the studs thus having an
equal bearing secure the two portions of the coupling box together, and by
the curve or angle given to each slot means of adjustment and of more firmly
securing the halves together and compensating for wear or compression of the
elastic joints are ensured.
Of course modifications in the size and form of this apparatus may be made,
as also in the positions which it may be applied. for operating upon brakes and
other frictional apparatus, whether in the form of friction blocks, straps, bands,
or clutches, and wherever the same may be applied.

page_text: We include in our Invention the whole of the apparatus for the transmission
of power, either worked by hand or by engine power, and acting either on the
levers of brakes, or on the brakes themselves. The brake apparatus, accord-
ing to our Invention, is composed of two principal parts, first, a common
pneumatic pump, either suction or forcing, as may be required, so as to act
with the air expanded and the simple pressure of the atmosphere, or with the
air compressed; second; a metallic vessel with piston and a flexible membrane
or covering of vulcanized caoutchouc, or suitable material: a cylinder with
piston packed with pressed leather, calculated in both cases according to the
effect to be produced to retard or stop the body in motion. Air-tight tubes in
metal, gutta percha, caoutchouc, or any other suitable substance, are used to
connect the pump with the vessel or cylinder, and complete the apparatus.
In the several Figures in the Sheet of Drawings hereunto annexed, and
which are merely given as illustrations of one of the modes or methods of
applying our said Invention.
Figure represents a view in elevation of the pneumatic pump and
apparatus acting by the expansion of air, with the respective junction pipes
and branches attached to a locomotive engine, and to the brake of a tender
and a passenger carriage; Figure 2 is a plan view of the vessels containing
the elastic discs or diahpragms, and the series of connecting tubes; Figure 3
represents, to an enlarged scale, a section of one of the cylindrical vessels
containing the flexible diaphragm or membrane, and of the several parts of
which it is composed; Figure 4 is a view thereof in elevation; and Figure 5
is a half plan of the same, Figures 6, 7, and 8 being respectively a section,
elevation, and plan of the junction pieces, also, to an enlarged scale, of the
tubes for establishing the communication between the pump and the pneumatic
vessels containing the elastic diaphragms applied to one or each of the vehicles
composing a railway train. It will easily be understood, however, that by
modifying the form, as required for convenience, the apparatus, according
to our Invention, is applicable to all vehicles, and likewise to cranes, shafts,
and wheels of machinery.
In the following description of the above Figures, the same letters of refer-
ence are employed to denote the like or corresponding parts of each:-
A, an ordinary pump placed in a suitable position on a locomotive engine, and
worked in any convenient manner; B, suction orifice of the pump A, forming
a junction neck with conical socket, in which is adapted the widest part C of
the tube of communication z, on which is fixed the air valve F; D, small
pipe branching from the communication tube x immediately below the air
valve F, and establishing a communication with the vacuum guage E; E,

page_text: vacuum guage, shewing the pressure exercised by the expansion of the air on
the levers of the breaks N, N; F, cock or valve for regulating the admission
of the air into the pump A, and which the operator opens more or less
according to the force with which he wishes the breaks to act. The orifice of
this cock or valve, as well as the portion of the communication tube z between
the valve and the orifice B, are calculated, according to the area of the pump
piston, and the maximum speed at which it works, so as to have free passage
for the air into the interior of the pump. F', a smaller cock or valve placed
on the communication tube x; this valve or cock has three passages, so that
at the same time as it shuts the communication tube x, and completely isolates
the pump from the metallic vessels or cylinders containing the elastic
diaphragm or disc, it allows a free passage of the air into the interior of such
metallic vessels or cylinders. G, a cylindrical metal vessel shewn enlarged at
Figures 3, 4, and 5, having at its smallest diameter a surface proportioned to
the maximum of the force with which it is necessary to act to stop the wheels
of a vehicle at a given velocity and weight under a real pressure of 1° of an
atmosphere. The stroke of the piston, and consequently the depth of the
vessel, is a little more than the maximum play of the brake levers so as to
compensate for wear. On this vessel there is a circular groove K, in which
lies the circular ring of the flexible membrane or diaphragm H. G' is a
cylindrical orifice, to which is adapted the extremity of a tube ", which
establishes a communication between the main tube x, into which it branches;
a large flanch allows of its being firmly attached to the frame of the vehicle
in the most convenient position for it to act on the lever of the brakes, or on
the brakes themselves. H (Figure 3) a flexible membrane or diaphragm of
vulcanized caoutchouc, or other suitable elastic material, having a thickness
calculated according to its diameter. This membrane carries a ring or
enlargement on the edge, and is stretched on the largest diameter of the
metallic vessel G by means of a metallic box or cover plate I, which forces
the ring into the circular groove K of the vessel G, spreading it and main-
taining, it so as to form an air-tight joint. The flexible membrane or
diaphragm has also in its centre an orifice formed with a ring K surrounding
the conical part of the piston L, through which passes the rod J' of the piece
J, which pressing on the conical part of the piston Land the surrounding
portion of the flexible diaphragm H, helps to make the joint air-tight.
(Figures 3, 4, and 5) the metal box or cover plate before alluded to, and
used to stretch and retain the flexible diaphragm H on the vessel G, which
partly covers and protects the diaphragm, and to which it is secured by means
of bolts and nuts, as shewn. J, piece of metal with a rod J' screwed at one
I,

page_text: of its extremities to receive a large nut J, and having at its other extremity
a strong hook or eye capable of supporting the effort exerted on the lever of
the brake. The screwed end of the rod J¹ passes through the elastic disc or
diaphragm, and by means of the nut J", it nips or presses the central ring of
the membrane between the piece J and the conical parts of the piston L,
through the centre of which it also passes. L, metallic plate acting as piston.
and through the central conical portion of which passes the screwed end of
the rod J; the diameter of this plate (on which is the strain of the entire
effort exercised on the lever of the brake, or on the brake itself) is calculated
so that its surface represents the force or power necessary for the maximum
tightening of the brake under the atmospheric pressure of 0'80. M, rod
uniting the rod J' with the levers of the breaks N, N; N. brakes with their
levers as used in railway trains; R, junction pieces (shewn enlarged at Figures
6, 7 and 8, for the flexible tubes x', x', of the main or communication tube
these junction pieces are formed of two cylindrical pieces exactly similar,
and joining closely one against the other. pressing the elastic enlargements or
lips S', S', forming the terminations of the tubes x1, x¹. By means of excentric
grooves R and the hooked rods R", R", which enter into the excentric
grooves R', R', terminated each by a recessed portion forming a resting place
for the hooks R", R", the junction pieces R, R, are maintained in a groove
on the ferrule which encloses and surrounds the extremity of the flexible tube x'.
z, main communicating tube or pipe, metallic or otherwise, by which, through
the intervention of the flexible tubes z', the pneumatic pump is put in com-
munication with the metallic vessels or cylinders (containing the pistons, and
attached to the framing of each vehicle) by means of the stationary branches
", "; this part x of the main tube is maintained longitudinally under the
vehicles in the most convenient position, and has at each of its extremities a
conical junction disposed so as to receive the extremities of the flexible tubes
z. z, flexible tube made of vulcanized caoutchouc or other suitable material,
the interior diameter of which is equal to that of the stationary tube x, and of
a thickness sufficient to resist the exterior pressure of the atmosphere; its
length is a little more than that of half the space between the two vehicles,
the coupling links being at the maximum of their tension. One extremity of
this flexible tube is fixed stationary to the extremity of the tube x by means
of a conical junction; the other extremity terminating in lip s¹ is enclosed
between two ferrules, one interior and the other exterior, and carrying the
junction pieces R, R, previously described, and by which means are main-
tained permanent air-tight joints between the tubes r', '. z. Y, a pad of
vulcanized caoutchouc or other suitable material in the form of a button fixed

page_text: stationary on each end of the frame of the vehicles; it is furnished with a
junction similar to those attached to the lip of the tube x', which tube is
adapted to it, and forms a joint when it is necessary to close the end of the
communication tube; it serves also in this way as a support for the end of the
tube z¹.
The action of the apparatus herein illustrated is as follows;-When a train
is to be formed, it is only necessary to establish the communication between
the locomotive and other vehicles by joining the ends of the flexible tubes r¹
by means of the junction pieces R. R. The end of the last tube x' is placed
on the pad Y, and shuts the extremity of the main connecting tube, and an
air-tight communication is thus formed between the pneumatic pump and the
vessel G. When the locomotive is started, the air cock or valve F is open,
and the other cock or valve F on the communication tube is shut the
pneumatic pump works. drawing air, which enters freely by the valve F.
and produces no effect on the apparatus; but if the cock or valve F¹ is
opened, which opens the communication in the main tube, and the valve or
cock F gradually shut, so as to let in an insufficient quantity of air for the
use of the pump, there will be an aspiration from the main tube, and con-.
sequently an expansion of the air in the main tube, and under the pistons in
the vessels; a partial vacuum will thus be formed, and the atmospheric
pressure, acting from the exterior on the flexible membrane or diaphragm H
of the vessel G, the difference in the equilibrium causes the pistons L to
enter the vessels drawing the rods J', J', to which are attached the levers of
the breaks. The breaks are thus applied against the wheels of the vehicles
with a force in proportion to the vacuum. If the cock or valve F is entirely
shut, the vacuum is as perfect as it can be obtained by the constant action of
a pneumatic pump, and the levers of the brakes are drawn with a force in
proportion to the expansion of the air or vacuum in the apparatus and the
surface of the piston L. If the air cock or valve F is opened, the vacuum
ceases, and the breaks fall by their own weight. To work the breaks, the
operator has only, therefore, to regulate the admission of the air, or to entirely
interrupt it by means of the cock or valve F. The vacuum guage E shows
him, as soon as the locomotive is started, if all the apparatus is in good order.
and the junction of the communication tube well made; it also shows him.
during the working of the brakes, the effect that is produced. The pressure
on each brake, although elastic. is instantaneous. As it might happen that.
notwithstanding the free access of the air through the valve F for the use of
the pump, that when the train runs at a great speed and the motion of the
pump becomes accelerated it might likewise draw air from the main tube, the

page_text: valve or cock F is introduced, which completely interrupts all communication
between the pump and the vessels G, and re-establishes the equilibrium under
the pistons for the brakes to be released. At the maximum of its effort
when at work, the whole apparatus has only to resist the atmospheric
pressure for which it has been calculated, and in no case can this pressure
be augmented above the pressure of the atmosphere; there is therefore, no
fear of rupture. It is also to be observed, that the power necessary to produce
the vacuum is taken from the engine at the very time when that power should
be destroyed or taken from its usual object.
We have described the apparatus as worked by the expansion of the air; it
will, however, easily be understood bow such apparatus may be worked by the
compression of the air.
Cylinders with metallic pistons packed with pressed leather may be advan-
tageously used when the play of the break levers is more than an ordinary
length.
A
In all cases, and principally when the trains are about to descend an inclined
plane, and the pneumatic apparatus is wanted only to work when the vehicles
have attained a certain speed, the pumps can be put in action by means of an
excentric or crank attached to the axles of the vehicles, when one or several
vehicles in a train are furnished with brakes and pneumatic apparatus, put in
motion by the above means, the orifice F, for the admission of air to such
apparatus, can be isolated, and worked by the guides of the brakes.
branched tube, the extremity of which is shut by a cock or valve, is placed
within easy reach of the engineer. It is by this tube that the air would be
admitted into each pneumatic apparatus. The joints are made the same as
those of the tubes x and x' by means of the junction pieces R. The valves
or cocks for the admission of air can likewise be placed on the pneumatic
apparatus, and permit the air to enter direct by disposing a small pneumatic
apparatus complete, and similar to the one previously herein described, and of
which apparatus the rods J of the pistons L act on the levers of the valves
or cocks F of the brake apparatus, and maintain them more or less opened, or
entirely shut at will, under the action of a vacuum more or less complete.
If acted on by a constant vacuum in the small apparatus for keeping open
the valves or cocks for the admission of the air into the main apparatus of the
brakes, there will be found an advantage, that in the case of their being an
admission of air through a joint badly made, or by the rupture of the small
general communication tube, which last cannot take place but by the rupture
of the coupling chains, and the consequent separation of the train, the brakes
would then instantly act on each part of the train, and stop it. When neces

page_text: sury to move in the station one or more carriages having breaks and pneumatic
apparatus, or when the train is parted and the communicating tube inter-
rupted, it would be only necessary to press on a lever placed in the most
convenient position, which, by means of a rod pressing on the lever of
the valve or cock for the admission of air, holds it opened during the time
desired.
In addition to the mode of working or employing the apparatus according
to our Invention, as herein-before set forth, we reserve to ourselves the
employment of all means known for creating a vacuum, as, either from the
sudden or gradual condensation of steam in an air-tight vessel, or the suction
produced by the speed of a current of high-pressure steam on the particles of
air with which it is brought in contact. For this purpose we employ an
apparatus of very simple construction, and of which Figure 9 in the accom-
panying Sheet of Drawings is a sectional view, the same forming part of
our present Invention. In this Figure A is a cylindrical tube placed con-
centrically within the tube B, and provided with a flange, and secured to the
general communicating tube; B, exterior tube, of larger diameter, the lower
portion of which is enlarged, and forms, as shewn, an annular chamber B',
surrounding the tube A; C is the inlet passage to the chamber B', provided
with suitable flange, to enable it to be secured in the usual manner to the
steam pipe D, having regulating cock or valve D¹, and which steam pipe may
in this case take its supply of steam from the dome of the locomotive boiler;
E, shut-off valve placed between the general communication tube of the
pneumatic vessels or cylinders herein-before referred to and the cylindrical
tube A (of the present Figure); F, annular passage for the escape of steam,
the area of which is so calculated, that the steam escaping through such
orifice or passage, whatever its initial pressure may be, has at its escape
from the tube B a pressure greater than that of the vacuum desired to be
obtained.
The method of working and the action of the apparatus is as follows:-
When, on opening the steam cock D', the steam is admitted into the annular
chamber B', a current is formed, which escapes through the narrow passage
or orifice F between the concentric tubes A and B at a speed proportionate to
its pressure. This annular current of steam, acting by its speed and the
friction of its particles upon the column of air which it envelopes, maintained
in the tube A an exhausting current, having a speed almost equal to its own.
The air in the interior of the pneumatic vessels or cylinders herein-before
referred to, by its elasticity, constantly replaces the air thus exhausted; a
rapid vacuum is thus obtained, increasing in proportion to the speed which the

page_text: current of steam and air escaping by the extremity of the tube B opposes to
the exterior atmosphere.
From the extreme simplicity of this apparatus it may in some cases be
preferable to employ it instead of ordinary pneumatic pumps.
Having now described our Invention, and illustrated in the accompanying
Sheet of Drawings its application to the brake apparatus of a railway train,
and also shewn a novel contrivance or means of effecting exhaustion or
producing a vacuum for the purpose of operating such brake apparatus
according to our present Invention, we wish it to be understood that what
we claim is,
First, the construction, arrangement of parts, and mode of working appa-
ratus, as herein-before described, for the purpose of braking, retarding, or
regulating the speed of machinery in motion by operating upon friction blocks,
straps, clips, or bands, or friction clutches, drums, or other equivalent means,
as herein set forth.
Second, the apparatus, as shewn in Figure 9, for exhausting air or other-
wise producing a vacuum in the manner and for the purposes herein set
forth.
In witness whereof, we, the said Prosper Verdat du Trembley and André
Désiré Martin, have hereunto set our hands and seals, this Fifteenth
day of January, One thousand eight hundred and sixty-one.
PROSPER VERDAT DU TREMBLEY. (L.S.)
ANDDK DEGINK
SELLELE