IMPROVEMENTS IN OPERATING OR WORKING RAILWAY BREAKS
Year: 1877

page_text: LETTERS PATENT to William Cooke, of 43, Southampton Buildings, Holborn,
in the County of Middlesex, Civil Engineer and Patent Agent, for the
Invention of "IMPROVEMENTS IN OPERATING OR WORKING RAILWAY BREAKS,"
A communication from abroad by Joseph Clark, of St. Petersburg, in the
Empire of Russia.
Sealed the 12th February 1878, and dated the 15th August 1877.
PROVISIONAL SPECIFICATION left by the said William Cooke at the
Office of the Commissioners of Patents on the 15th August 1877.
$5
WILLIAM COOKE, of 43, Southampton Buildings, Holborn, in the County of
Middlesex, Civil Engineer and Patent Agent. IMPROVEMENTS IN OPERATING OR
WORKING RAILWAY BREAKS." A communication from abroad by Joseph Clark, of
St. Petersburg, in the Empire of Russia.
This Invention relates to that class of railway breaks known a " continuous
breaks," and has for its object to improve the means of or methods for obtaining
power for working such breaks, and improved arrangements for applying such
power.
In carrying the said Invention into practice, in obtaining power to work breaks
operated by compressed air conveyed along the train in pipes, and acting upon each
carriage by a cylinder or other similar means, a compressed gas is produced by con-
verting part of the steam generated in the boiler into such gas in the following
manner-A connecting pipe or other suitable chamber is fitted in the fire-box of
the boiler, and charged with charcoal, iron turnings or filings, or other suitable
material or materials, liable to oxidise when red hot, and steam is passed over them.
A pipe is provided for conducting the required steam from the boiler to the said
converting pipe, and when the charcoal or other suitable substance in such con-
verting pipe is made red hot by the fire surrounding it, steam is then passed slowly
through the same, when the oxygen of the steam combines with the carbon,
metal, or other substance liable to oxidise in the said converting pipe, and thereby
liberates the hydrogen of such steam, which is not condensable like steam, but

page_text: is capable of being conveyed along the train for operating the breaks thereon.
The said converting pipe may be fitted in a separate fire for heating the same as
required.
In applying the said Invention for obtaining power to work breaks operated by
compressed water, an injector, such as is used for filling the boiler, is fitted to the
pipe which conveys the water along the train, and when the steam is turned into
the said injector, it conveys water from the tank of the tender or other suitable
reservoir to the pipe leading to the breaks on the carriages with considerable force
or pressure due to the action of such injector. Or the said injector may be fitted in
the said pipe, and by the impact of the steam rushing along the said pipe and acting
on the water therein, the required force or pressure is obtained for operating the
breaks.
In applying the said Invention for obtaining power for breaks which are operated
by mechanical appliances, such as a chain or rods along a train, which derive the
power for working such chain or rods by a friction wheel or clutch in connection
with the axle of one of the carriages or the engine tender, such power is regulated
by two suspended weights, or by springs which are fitted by a slip catch in such a
manner that, by allowing one of the said weights or springs to act on the said
friction wheel or clutch, a moderate amount of power is produced on the said breaks
for the ordinary stopping of trains, and by allowing both the said weights or springs
to act simultaneously the maximum power is produced on the said breaks for
emergencies; which result, in the working of railway trains, it is very desirable to
obtain.
'
The power generated on the guards' van is also conveyed by one of the said
friction wheels or clutch by a suitable chain or rods, so as to operate the breaks
fitted on the tender; and thereby simplify and cheapen the said fittings on the
tender.
A rotating rod is also fitted in the guards' van, so that the driver, by pulling
a line or by other suitable means, can raise the said suspended weights or compress
the said springs for subsequent application.
The hand levers of wagons are also so fitted that they can operate the breaks
connected with the said chain, both by the main chain, and also separately by hand
when required so to do.

page_text: regulating the power obtained by friction wheels in applying breaks, so as to secure
a moderate force for the ordinary working of such breaks, and for giving the maximum
power for emergencies.
à are the ordinary friction wheels, fitted on the spindles b, to which are fixed the
chains c; these chains are tightened by the turning of the said wheels, when in
- contact with the drum dx on the axle e. The friction wheels and drum are of the
usual kind, but the arrangement, shown by the bell-crank lever f, links g, and con-
necting rod h, is novel and serves to press both friction wheels with equal power
against the drum d. By this means the chains may be tightened to apply the
breaks at one or both ends of the van simultaneously; but when it is required to
apply the breaks at only one end, a wedge is fitted in the cavity i or i¹ to prevent
the wheel, not required to work, from coming into contact with the drum d*; k, l,
are two weights attached to the bell-crank levers m, n, so that by lowering one of
such weights, a moderate force is applied for compressing the wheels. a against the
drum d*, and when both weights are lowered the maximum power is obtained for
applying the breaks in emergencies, which result it is necessary to obtain for the
efficient working of this system of breaks.
:
Fig. 5 is a transverse elevation of part of a guards' van, with the arrangement
for lowering one or both weights k, l, shown in Figs.
and 4.
a* is a transverse rotating rod, fitted at each end with a lever and pulley b; c, d,
are two ratchet wheels, upon the bosses of which are wound the chains c', d¹, and
into the teeth of which wheels are fitted the detents or pawls c², d². The chains
cl; d, are attached to the levers m, n, Figs. 3 and 4, so that by winding-up the
chains on the wheels c, d, the said levers m, n, and the back weights on thein are
raised, and the detents c², d², prevent the chains c', d', unwinding until required.
The detent c³ is jointed to the rotating rod ax, and the ordinary communication line
of the train, or other suitable line, is passed over the pulley b in such a manner
that, when the said line is tightened, the said rod a* is partly rotated and slips the
detent c² from contact with the teeth of the wheel c, so that the suspended lever m
falls, and thereby applies the friction wheels a (Figs. 3 and 4) with a moderate
power; but when the detent d² is also raised from contact with the teeth of the
wheel d, the other suspended lever n (Fig. 4) falls, and thereby increases the power
bearing upon the said friction wheels to the maximum degree.
Fig. 6 is a modification of the arrangement shown in Fig. 5. Instead of two
levers m and n, one only is used, and it is reversed, so that, when it is raised, it will
bring the friction wheels a (Figs. 3 and 4) in contact with the drum d*. The back
weight on the said lever is dispensed with. The lever m is connected to the rod o;
c is a chain attached to the boss of the hand wheel d and the back weight e in a
suitable case f. The said chain is passed over a pitch wheel fitted on the boss of
the ratchet wheel g, so that the detent shall keep the weight e suspended. The
ordinary communication line of the train, or other suitable line, is passed over the
pulley b, so that when such line is tightened the detent h is released from the
wheel g, and the weight e raises the lever connected to the rod o, and thus applies
the friction wheels a (Figs. 3 and 4) with power proportioned to such weight. In
like manner also, when the hand wheel d is turned, the rod o is also raised and
thereby applies the friction wheels a (Figs. 3 and 4) in proportion to the power given
to the said wheel d.
Fig. 7 is an elevation of part of the body of a guards' van, showing a modification
of the arrangement in Fig. 6.
ax is the rotating rod upon which is fitted at each end the line pullies b. The
bell-crank lever m, as in Fig. 3, is attached to the line o in such a manner that by
turning the rod a*, the bevel pinion c turns the wheel d, and winds up the chain
or line o on the boss to which it is fixed, and thereby applies power to bring the
friction wheels a (Figs. 3 and 4) in contact with the drum d. The ordinary com-
munication line, or other suitable line, is coiled round the pulley b, to enable the
driver, by pulling the said line, to rotate the rod a* for the purpose stated; and,

page_text: in like manner, the guard can slide back the clutch e, and thus turn the wheel d by.
hand. independently of the rotating rod a*. I fix a spiral or other spring and an
index pointer in any convenient manner to the chain o, to indicate. to the guard
the relative position of the lever m under the van. I also fit the lever m, as shown
in Fig. 3, in connection with the rotating rod ax, so that when the communication
line, or other suitable line, which is coiled round the pulley b, is slackened, the back
weight k, Fig. 3, is allowed to descend, and by its weight applies power to work the
friction wheels a. By this arrangement, if the train accidentally divides, the said
communication line also is broken, and the weight k descends automatically and
applies the break, thereby constituting the break self-acting in the event of the
train breaking away on ascending a gradient or otherwise.
Fig. 8 is an enlarged view of an arrangement to enable the driver to tighten or
slacken the communication or other suitable line which is coiled round the pulley b
in Fig. 7. It is fitted on any convenient part of the engine.
a is the said line coiled round the drum pulley b; c is a steam pipe for conveying
steam from the boiler to the cylinder d, to work the rack piston rod e in gear with
the pinion of the drum b; g is a handle for operating the regulating cock, to
admit the steam to either end of the cylinder d as required. Or the drum b may
be worked by hand.
Fig. 9 is an enlarged view of the lever m (Fig. 3), having the air vessel c fitted
thereto to raise the said lever and back weight attached to it, instead of by the
chain ox. The vessel c is inflated by compressed air, conveyed therein by the pipe b
in any convenient manner; and while the vessel c is inflated, the weight is
suspended and prevents the friction wheels a from coming into contact with the
drum d. When it is required to work the friction wheels a, the compressed air is
allowed to escape from the vessel c by opening a cock fitted to the pipe b, or other
suitable means,
which allows the back weight k to descend and thereby applies the
said friction wheels with power proportioned to such weight. The air is compressed
by a pump operated by the engine, or by an eccentric or other suitable means
attached to the axle of one or more of the vehicles in a train. Instead of the
compressed air vessel c, I also suspend the lever m and weight k (Fig. 3) by a
suitable air vessel fitted above the said lever, and exhaust the air therefrom by any
suitable means, such as an injector on the engine, or an exhausting air pump
moved by the engine, or by one or more axles of the vehicles in the train, so as to
maintain a sufficient vacuum in the said air vessel to keep the weight / suspended
until required to work the friction wheels a. When it is required to work these
friction wheels for the purpose of applying the break, as described, a cock or other
suitable ineans, fitted to the pipe b, is opened and thereby allows the air to enter
the said air vessel; when the vacuum in the said vessel is destroyed, which allows
the weight to descend by gravity, and applies the said friction wheels with power
proportioned to such weight.
The foregoing description of Fig. 9 applies to the regular working of the lever m
and apparatus described; but if by accident the pipe b gets severed, as, when a
train divides on ascending an incline or otherwise, the weight k is thereby no
longer held in suspension, but descends and supplies the friction wheels a in a
similar manner to that described for regular work, thus constituting the break
self-acting in the event of accidental rupture of any part of the pipe b or its
connections.
It will also be understood that the lever m may be worked by direct pressure,
when required, by inflating the air vessel c with compressed air, or by exhausting
it of air in any convenient manner, such as described; but when so, arranged,
the weight k is dispensed with, and the friction wheels a being supplied by
direct pressure, the apparatus is not self-acting on the accidental rupture of the
pipe b.
As several kinds of breaks have been patented to work with friction
wheels to tighten a chain as part of their mechanism, it is not necessary to

page_text: describe them further; but this Invention gives novel and useful methods of
operating and working such friction wheels when they form part of the mechanism
of such breaks.
Fig. 10 is an elevation of part of a wagon under frame, showing the appli-
cation of the said Invention for supplying power by using the ordinary hand
lever to work the expanding links in continuous chain breaks.
a is the hand lever fixed on the spindle b, to which spindle is fitted the forked
lever c.
The spindle b is supported in brackets & to, the under, frame. When the
lever a is lowered, it thereby raises the free ends of the struts e, and expands the
links f, to which links are connected the pulling rods g for operating such breaks
in the usual manner.
Sheet 2. Fig. 11 is an elevation of part of a locomotive engine with the said
Invention fitted thereto.
a is a cylinder which may be charged with steam or water from the boiler for the
purpose of obtaining power to work the break on such engine. In this case the
said Invention consists in dividing the power of the said cylinder a between the
engine break and the carriages of a train, for which purpose I fit the piston rod of
the cylinder a with a cross head, to which I joint the triple-limbed lever b, one on
each end thereof. To the horizontal limb I joint the link c, and to the perpen-
dicular links I join the line or chain d, d', which is led to each end of the engine
frame to be connected to similar lines or chains, for connection with the carriages.
The line d or d, which is not in use, is attached to a suitable hook on the head
stock of the engine. Such engine is fitted with break gear in the usual
manner. It will thus be understood that, when the cylinder a is charged to raise
the piston rod, the power developed is distributed between the break on the engine
and the breaks on the carriages in proportion to the respective lengths of the limbs
of the lever b.
Fig. 12 is a plan of the under frame of two vans to work together in connection
with the arrangement, shown in Fig. 11.
a are the friction wheels, as shown in Fig. 4; b is the line or chain connected
to d or d, on Fig. 11, and to the lever c; b' is a line or chain connecting the lever c
and the lever c¹; e, e¹, are horizontal levers, connected by links to c, c; ff, are
screwed-adjusting rods, to connect the levers e, e', with the links which carry the
friction wheels a, to enable such lines to work the said wheels in contact with the
drum dx on the van axles. It will thus be understood that, when the line or
chain 6 is pulled by the triple-limbed lever (Fig. 11), the lovers c, c', are also pulled
and operate simultaneously the friction wheels a with a power proportioned to the
length of such limbs.
Fig. 13 is an elevation of part of a locomotive engine and tender, showing the
application of the said Invention thereto. Both vehicles are fitted with break
gearing of the usual kind, but this Invention provides for working such break
gearing with power derived from the motion of the van axle, see Figs. 3 and 4.
The chain, which is connected to the friction wheel spindle, is shown by the
dotted line b, and is carried round the pullies c, c¹, fitted to levers e, e', on the
rocking shafts d, d¹. When the chain b is tightened by the friction wheel a (Figs.
3 and 4) in the manner described, it contracts the pullies c, c', and, by the
rocking shafts d, d', the breaks are applied in the usual manner, with power propor-
tioned to the length of the levers c, c', and the strain upon the chain.
Fig. 14 is a modification of Fig. 13, showing the pullies c, c¹, fitted to a
bracket f, bolted to the framing, and to two connecting rods g.attached to the
levers e, e¹.
The chain b, represented by a dotted line, is carried round the said
pullies c, c¹, and, when tightened, it operates the breaks in a similar manner as
explained under Fig. 13.
Having thus particularly described and ascertained the nature of the said
Invention, and the method of performing the same, I further state that I do not
restrict myself to the precise details herein described and illustrated, because, from

page_text: the nature of the said Invention, these may be considerably modified without
departing from the chief characteristics of the said Invention; but what I specially
claim as novel are,―
Firstly. The application of the incondensible gases, arising from decomposed
steam, to operate or work railway breaks.
Secondly. The method of forcing water by an injector for obtaining power to
work railway breaks.
Thirdly. The method of obtaining moderate and full power by using two suspended
weights to operate together or separately when working the friction wheels for
applying breaks.
Fourthly. The method of releasing the chain for suspending the two weights
(see Figs. 3 and 4) by a rotating rod worked by the ordinary communication line,
or other suitable line.
Fifthly. The method of raising the lever m for working breaks by hand or by
a rotating rod.
Sixthly. The method of raising or lowering the lever m for working breaks, as
explained under Fig. 7,
Seventhly. The method of tightening and slackening the line for working
breaks by a steam cylinder and drum, or by hand drum, as explained under
Fig. 8.
Eighthly. The method of raising and lowering the lever m for working breaks by
an air vessel, by compressing the air therein or by exhausting the air therefrom,
as explained under Fig. 9.
Ninthly. The method of working breaks, which are usually worked by a chain,
conjointly by a hand lever,
Tenthly. The method of dividing the power for working breaks, so as to work
those on the engine and carriages simultaneously, as explained under Figs.
11 and 12.
Eleventhly. The method of working the break on the engine and tender by power
given by the friction wheel on the van attached to the tender, as explained under
Figs. 13 and 14.
All substantially as herein described, and shown in the accompanying Drawings.
In witness whereof, I, the said William Cooke, have hereunto set my hand
and seal, this Fifteenth day of February, in the year of our Lord One
thousand eight hundred and seventy-eight.
TITY
W. COOKE. (L.S.)