IMPROVEMENTS IN BRAKE APPARATUS FOR RAILWAY VEHICLES, AND IN SIGNALLING ON RAILWAY TRAINS FROM PASSENGERS TO GUARDS OR DRIVERS, OR BETWEEN GUARD AND DRIVER."
Year: 1878

page_text: LETTERS PATENT to Francis William Webb, of Crewe, in the County of
Chester, Mechanical Engineer, for the Invention of "IMPROVEMENTS IN BRAKE
APPARATUS FOR RAILWAY VEHICLES, AND IN SIGNALLING ON RAILWAY TRAINS
FROM PASSENGERS TO GUARDS OR DRIVERS, OR BETWEEN GUARD AND DRIVER."
PROVISIONAL SPECIFICATION left by the said Francis William Webb at
the Office of the Commissioners of Patents on the 20th February 1878.
FRANCIS WILLIAM WEBB, of Crewe, in the County of Chester, Mechanical
Engineer. "IMPROVEMENTS IN BRAKE APPARATUS FOR RAILWAY VEHICLES, AND
IN SIGNALLING ON RAILWAY TRAINS FROM PASSENGERS TO GUARDS OR DRIVERS,
OR BETWEEN GUARD AND DRIVER."
Firstly. My Invention relates to the arrangement of brake apparatus, so that it
will be actuated by constant pressure or vacuum, or by intermittent pressure or
vacuum, so that carriages having my improvements applied may be used in a train
where any of those modes of actuating brakes are employed, though different from
the brake apparatus of the other carriages forming the train.
Brake apparatus according to my Invention is so arranged that it can be coupled
to the pipes working the brake apparatus of the other carriages, if the couplings are
only uniform, and can be almost immediately adapted to be worked either by a
constant pressure, constant vacuum, or intermittent pressure or vacuum, that is,
such vacuums or pressures as only act when the brakes are to be put on.
In the former case, with constant pressure or vacuum, the brake apparatus will
be automatic when the carriages become detached, but in the latter case it will not
be automatic, but will be put on when the pressure or vacuum puts on the brake.
My Invention consists in arranging and modifying the brake apparatus described
in the Provisional Specification lodged by me in application for Letters Patent on
the 20th day of February 1878, No. 691.

page_text: In the small cylinder of the apparatus described in my said Provisional Specifi-
cation, I place two valves (in place of one), one opening inwards, the other out-
wards, but when one of these valves is to act, the passage between it and the pipe
is open, and the passage between the pipe and the valve which is not to act is
closed; this is or may be done by a two or more way cock or valve or otherwise.
When pressure is to operate, the cock is turned in one position; when vacuum is
to operate, it is turned in the other position (or it is arranged so that the small
cylinder may be open to the atmosphere when required). And as the double piston of
the said apparatus acts one way with pressure and the opposite way with vacuum,
there are slotted levers or other suitable arrangements for reversing the movement
to be conveyed to the brake levers, so that the movement imparted will withdraw
and apply the brakes as required.
Secondly. My Invention relates to brakes actuated by chains or ropes and friction
drums, brought in and out of contact with the axles, or a drum or drums on the
axles, and consists in combining and arranging the mechanism as follows:-There is
a friction drum and connected apparatus for putting the brakes on and off applied
to each vehicle, and a rope or cord is extended between the engine and tender and
van of each train, which rope I prefer to make of steel wire, having a certain
amount of elasticity. This rope passes over and under pulleys in each vehicle, 80
as when held tight, it will hold up the lever of each vehicle which carries the
friction drum, and thus keep them out of contact with the axles or drums on the
axles when the brakes are not to act; but when the rope is allowed to go slack or
becomes detached by accident on the separation of the vehicles, the levers are allowed
to fall and bring the friction drums into contact, and this puts on the brakes, but
they may be held up for shunting purposes.
I arrange a drum on the engine or tender and in the guards van, and one
end of the rope passing along the train is secured to the drum on the engine or
tender, and the other end attached to the drum in the guards' van, there being
sufficient rope on each drum to give off the required amount of slackness to all the
brakes when they are to be brought in action. These drums are held from revolving
by a pawl and ratchet wheel or other means, and it is by releasing these pawls that
the brakes will be put on; and by turning the drums directly by a hand wheel or
by gearing the slack rope is again wound up and the brakes are taken off. By the
hand or brake applied to the drum or hand wheel, the speed at which the rope
unwinds from the drum, and thus the speed at which the brakes are applied may
be regulated as desired.
When the train is made up in sections, having two or more brake vans, the
same drum shaft may have another drum for the end of the rope from the con-
tinuation of the train, so that the rotation of this shaft will simultaneously wind or
unwind both ropes, and thus put on or take off the brakes in both sections of a
train simultaneously, or one drum may actuate both ropes. But when the brakes
are to be put on from either extreme of a train made up in sections, the slackening
of the rope releases the drum shafts in the middle sections of the train, by allowing
the friction drum lever or a separate lever for the purpose to fall, and by suitable
connections to take the pawl out of the ratchet on the drum shaft.
By my improved arrangement above described, I am enabled to put an hold the
brakes in and out of action when detached from the engine or train, and thus
facilitate shunting when required.
Thirdly. My Invention relates to means for giving signals from passengers to
guard or driver, or between the two latter, which meaus will me most advan-
tageously used on trains where the brake apparatus employed is actuated by
constant pressure or vacuum, when the brakes are to be held from the wheels.
the engine there is a trigger to release clock work, or a weight or spring to actuate
the whistle, and at the guards van clockwork is wound up and arranged to strike
a gong which is started and stopped by a trigger or <letent.
At
The trigger or detent is connected in each case with a diaphragm, piston, or
pressure measuring apparatus, so that when pressure above the atmosphere is the

page_text: acting means, and the communicating pipes are charged with full pressure, the
trigger or detents will not be released, but when the pressure in the pipes is
diminished to a given extent, the triggers or detents will be acted upon and released
to bring the whistle or gong into action. This reduction of pressure is made by the
driver, guard, or passengers holding open a cock or valve which will close by a
spring when the handle is released. To prevent the pressure being reduced so
much as to put on the brakes by passengers (or by driver or guard if desired), there
is a diaphragm, piston, or pressure guage, which is connected with an equilibrium
valve in the passage, through which the air escapes when the spring, cock, or valve
is opened, which equilibrium valve will close the passage even when the spring, cock,
or valve is kept open when the pressure has been reduced to the desired extent.
When the apparatus is actuated by a constant vacuum, it is arranged accordingly,
that is, so that when the full vacuum is on, the whistle and gong do not act, but when
the vacuum in the communicating pipes is reduced to the desired extent, the whistle
and gong is brought into action. Air is let into the pipes by the spring, cock, or
valve, and the passage for air is closed when the vacuum is reduced to the required
extent by the same means as are used for air pressure, but acting reversely. Or a
cylinder having two pistons of different areas may be used, so that when the
pressure is reduced, or the vacuum partially destroyed, a movement will be pro-
duced in the double piston, which movement may be made to act upon the detent
or trigger before referred to, or to open a valve to allow air to pass to sound a
whistle or other instrument.
I also give signals by means of the rope brake arrangement described under the
second head of this Provisional Specification, by allowing the rope connected with
the brake apparatus, and extending between the vehicles, to become slack to a
sufficient extent to act upon a lever connected with the detent or ratchet of
mechanism without putting on the brakes.
gong

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Francis William Webb in the Great Seal Patent Office on the
19th August 1878.
FRANCIS WILLIAM WEBB, of Crewe, in the County of Chester, Mechanical
Engineer. "IMPROVEMENTS IN BRAKE APPARATUS FOR RAILWAY VEHICLES, AND IN
SIGNALLING ON RAILWAY TRAINS FROM PASSENGERS TO GUARDS OR DRIVERS, OR
BETWEEN GUARD AND DRIVER."
Firstly. My Invention relates to the arrangement of brake apparatus actuated by
constant pressure or vacuum, or by intermittent pressure or vacuum, so that
carriages having my improvements may be used in a train where any of these
modes for actuating brakes are employed, though the brake apparatus is different
from that fitted to the other carriages forming the train.
The brake apparatus, according to my Invention, is so arranged that it can be
coupled to the pipes working the brake apparatus of the other carriages if the
couplings are uniform, and can be immediately adapted to be worked either by a
constant pressure or vacuum, or by intermittent pressure or vacuum, that is, such
vacuums or pressures as only act when the brakes are to be put on.
In the former case, with constant pressure or vacuum, the brake apparatus will be
automatic when the carriages become detached, but in the latter case it will not be
automatic, but will be put on when the pressure or vacuum is brought into play.
My Invention consists in arranging and modifying the brake apparatus described
in the Specification of Letters Patent, dated the 20th day of February 1878, No. 691.
In the small cylinder of the apparatus described in my said Specification I place
two valves (in place of one), one opening inwards, the other outwards; but when
one of these valves is to act the passage between it and the pipe is open, and the
passage between the pipe and the valve which is not to act is closed; this is or may
be done by a two or more way cock or valve or otherwise.
When pressure is to operate the cock is turned in one position, when vacuum is
to operate, it is turned in the other position (and it is arranged so that the small
cylinder may be open to the atmosphere when required); and as the double piston
of the said apparatus acts one way with pressure, and the opposite way with
vacuum, there are slotted levers or other suitable arrangements for reversing the
movement to be conveyed to the brake blocks, so that the. movement imparted will
withdraw and apply the brakes as required.
Secondly. My Invention relates to brakes actuated by chains or ropes and friction
drums brought in and out of contact with the axles or a drum or drums on the axles,
and consists in combining and arranging the mechanism as follows:-There is a
friction drum and connected apparatus for putting the brakes on and off applied
to each vehicle, and a rope or cord is extended between the engine and tender and
van of each train, which rope I prefer to make of steel wire having a certain
amount of elasticity. This rope passes over and under pulleys in each vehicle, so
that when held tight the lever of each vehicle which carries the friction drum will
be held up, and the friction drum kept out of contact with the axle or drums on
the axle when the brakes are not to act; but when the rope is allowed to go slack,
or is broken, on the separation of the vehicles by accident the levers are allowed to
fall, and the friction drums coming into contact will apply the brakes. Provision
is also made for the lever to be held up when shunting.
I arrange a drum on the engine or tender, and in the guards van; one end of
the rope passing along the train is secured to the drum on the engine or tender, and
the other end is attached to the drum in the guards van, there being sufficient
rope or chain on each drum to give off the required amount of slackness for all the
brakes to be brought in action; these drums are held from revolving by a pawl
and ratchet wheel or other means. By releasing these pawls the brakes will be put
on, and by turning the drums (by a hand wheel or by gearing) the slack rope or

page_text: chain is again wound up, and the brakes are taken off. The speed at which the
rope or chain is allowed to unwind from the drum will regulate the speed at which
the brakes are applied.
When the train is made up in sections, having two or more brake vans, the
same drum shaft may have another drum for the end of the rope or chain from
the continuation of the train, so that the rotation of this shaft will simultaneously
wind or unwind both ropes, and thus put on or take off the brakes in both
sections of a train simultaneously, or one drum may actuate both ropes. But
when the brakes are to be put on from either extremity of a train, made up in
sections, the slacking of the rope releases the drum shafts in the middle sections of
the train by allowing the friction drum, lever, or a separate lever for the purpose
to fall, and by suitable connections to take the pawl out of the ratchet on the drum
shaft.
By my improved arrangement, above described, I am enabled to put and hold
the brakes in and out of action when detached from the engine or train, and thus
facilitate shunting when required.
Thirdly. My Invention relates to means for giving signals from passengers to
guards or drivers, or between the two latter, which means will be most advantageously
used on trains where the brake apparatus employed is actuated by constant pressure
or vacuum when the brakes are to be held from the wheels. At the engine there
is a trigger or detent to release clockwork, or a weight or spring to actuate the
whistle, and at the guard's van clockwork is wound up and arranged to strike a
gong which is started and stopped by a trigger or detent.
The trigger or detent is connected in each case with a diaphragm, piston, or
pressure measuring apparatus, so that when pressure above the atmosphere is the
acting means, and the communicating pipes are charged with full pressure, the
triggers or detents will not be released; but when the pressure in the pipes is
diminished to a given extent the triggers or detents will be acted upon and released
to bring the whistle or gong into action. This reduction of pressure is made by
the driver, guard, or passengers holding open a cock or valve which will close by a
spring when the handle is released. To prevent the pressure being reduced so much
as to put on the brakes by passengers (or by driver or guard if desired) there is a
diaphragm, piston, or pressure guage which is connected with an equilibrium valve
in the passage through which the air escapes when the spring, cock, or valve is
opened; and when the pressure has been reduced to the desired extent the equili-
brium valve will close the passage, even should the spring, cock, or valve be kept open.
When the apparatus is actuated by a constant vacuum it is arranged accordingly,
that is, when the full vacuum is on, the whistle and gong do not act, but when the
vacuum in the communicating pipes is reduced by the admission of air through the
spring, cock, or valve, the whistle and gong are brought into action, and when the
vacuum is reduced to the required extent, the air passage is closed by the equilibrium
valve in a similar manner as when air pressure is used, but acting reversely. Or a
cylinder having two pistons of different areas may be used, so that when the
pressure is reduced or the vacuum partially destroyed, a movement will be produced
in the double piston, which movement may be made to act upon the detent or
trigger before referred to, or open a valve to allow air to pass to sound a whistle or
other instrument.
Fig. 1 is a sectional elevation; Fig. 2, a side elevation; Fig. 3, a plan, and Fig. 4,
a cross section illustrating one modification of apparatus according to my Invention,
where double pistons and cylinders are arranged so that they can be readily changed
to be operated by either pressure of elastic fluids or partial vacuum, such partial
vacuum being herein-after termed vacuum.
The parts of the apparatus are shown in the position they occupy when arranged
to be acted upon by elastic pressure, herein-after termed pressure. a is the large,
a the small cylinder, which are bolted together and secured to the framing of the
carriage as shown; b, the double piston, which pistons are connected by a hollow
runk, the cavity of which is open to the smaller cylinder.

page_text: The trunk part has a slotted space for a two-armed lever d on a shaft d', having
its bearings in the cylinders, there being a slot in the trunk part of the double
pistons to allow of movement in it without contact with the shaft d'. At the outer
end of the small cylinder (a¹), two rubber or other valves c and c¹ are arranged, one
(c) opening inwards for pressure, and the other (c¹) outwards for vacuum, and these
valves are held in their places by a part secured to the end of the small cylinder, in
which part a three-way cock i is arranged with passages to the valve c and c', and
to a branch pipe e¹ leading to the main pipe (e) passing lengthway of the vehicle.
There is also a branch pipe es connected with the main pipe e which communicates
with the end of the large cylinder a. The three-way cock i is turned by a shaft i¹
in suitable bearings passing to the side of the carriage, and upon this shaft there is
an arm which is connected by a rod with another arm or lever j, having its
fulcrum on a bracket secured to the framing. This lever j has two sliding bolts j²
and ja jointed to two of its arms, which bolts slide in guides in the cylinders, and
in one position of the three-way cock i one bolt is pushed in, and the other is
withdrawn, and vice versa, for the other position of the three-way cock. These
bolts and when shot inwards act as stops, against which a projection bx (from
the trunk part of the pistons) can come to limit its movement in that direction. On
each of the outside ends of the shaft d, an arm d² is fixed to which the rods d³ to
the brakes are jointed.
The brake blocks are withdrawn from the wheels when the lever d is in the
inclined position shown in Fig. 1, and the brake blocks are brought against the
wheels when the double pistons are moved either to the right or left, which causes
the lever d to approach to its vertical position.
As the parts are shown in the Drawings, pressure is supposed to be acting both
upon the large and small pistons, and this has caused the pistons to be moved
towards the small cylinder until the projection b* from the trunk comes in contact
with the stop, and the brake blocks are held off; but when the pressure is allowed
to escape from the main pipe e it leaves the large cylinder a, but it is retained by
the valve c in the small cylinder, and in the hollow trunk part of the double pistons,
and this reversed pressure forces the double pistons towards the larger end of the
cylinder, the lower end of the slot in the trunk part of the double pistons acting
upon the lower end of the lever d to bring it towards the vertical position to put on
the brakes.
To adjust the apparatus to be acted upon by vacuum the three-way cock i is
turned to close the passage to the inlet valve c, and open it to the outlet valve c',
and this movement withdraws one stop bolt and pushes in the other bolt 3, and
to give more leverage the rods d³ are moved on to joint pins nearer to the centre of
the shaft d, as shown by dotted lines.
Fig. 5 is a side elevation, and Fig. 6 a longitudinal sectional elevation illustrating
another modification, having the same object as that illustrated by Figs. 1, 2, 3,
and 4. The pistons, cylinders, and valves, and cock are arranged similiarly to the
modification shown by Figs. 1, 2, 3, and 4, except that there is a two instead of a
three-way cock, and the slot in the trunk part of the piston acts only upon one arm
of a lever d on the shaft d. This arm has side projections at its end for blocks,
that can slide in the slot formed in the trunk part of the pistons, which has a
projection 6* to come against the sliding stops 2 and 3 as explained in reference
to Figs. 1, 2, 3, and 4.
In this modification the brake blocks are held off the wheels, when the lever dis
in the vertical position, and they are put on when this lever is moved to the right
or left, according as it is pressure or vacuum that is acting, and there are connecting
rods jointed to the rods d³, passing to the brake blocks, which rods (d*) are
slotted at their ends as shown, so that one set of these rods will act for pressure,
and the other set for vacuum, the slots admitting of one set of rods acting, while the
others are not acting.
Fig. 10 is a side sectional elevation, and Fig. 11 a plan, illustrating a mode of
actuating brakes according to the second part of my Invention,

page_text: The brakes and mechanism for winding up the rope or chain are arranged in a
well-known manner. a is the wire or cord working the lengthway of the vehicles
over suitable pulleys as shown, and passing under a pulley on the lever g, carrying
the friction drums g. When the wire or cord is held tight, the lever g is raised,
5 and the drums are kept out of contact with the drums on the axle, but when the
wire or cord a is allowed to become slack, or when it is broken by the separation of
the train, the lever g is allowed to drop, and the drums coming into contact put on
the brakes. When shunting, the lever arm g is held up and secured in a guide or
rack g*.
Figs. 7, 8, and 9 are sectional elevations of apparatus for carrying out the third
part of my Invention for signalling by pressure or vacuum.
diaphragm arrangement for actuating signal mechanism.
Fig. 7 shows a
a and b is a casing con-
nected with the main pipes passing along the train, and in it is secured a diaphragm
c, to which is attached a rod b'. There is a spring on the rod 6', which abuts
against a regulating screwed bush in the top part of the casing b, to resist tho
upward movement of the diaphragm c when under pressure. The upper end of the
rod b¹ is connected with the trigger or detent of gong mechanism, or to the valve
or cock of a whistle, and when the pressure has diminished to the extent fixed upon
the spring can force down the diaphragm c, and actuate the signal mechanism. If
vacuum is employed, then the spring is arranged to resist the downward movement
of the diaphragm under the action of the vacuum, so that when the vacuum
is partly destroyed, the spring will be able to raise the rod 61 and actuate the
signal mechanism.
Fig. 9 illustrates a differential piston and cylinder arrangement, a being the
large, and a' the small cylinder, and c the india-rubber or other valve in the double
piston.
The pressure in the main pipe will enter the large cylinder a, and will fill it and
enter through the valve c into the small cylinder a, and fill it and the hollow trunk,
the full pressure forcing the pistons towards the smaller cylinder (a'), and when the
pressure is sufficiently reduced, the full elastic pressure reversed in the small cylin-
der a' and trunk of the pistons will re-act and overcome the reduced elastic pressure
in the large cylinder, and move the pistons towards the end of the large cylinder.
A projection 6' from the piston passes through a slot in the cylinders and is con-
nected with the signal mechanism.
The end of the piston may have a valve b* directly attached to it to come against
a seating at the end of the small cylinder, and allow the air to pass directly from it
to a whistle; but in this case a pipe is connected with the small cylinder a¹ and
with a reservoir, which may be a pair of bellows that will be filled from the small
cylinder when the air is at full pressure; but when the pressure is reduced, the
pistons will move to the end of the larger cylinder, the valve c will close, the
air reversed will pass out from the bellows or other reservoir through the small
cylinder and valve b* to the whistle.
In arranging the apparatus shown by Fig. 9 to act by vacuum, the valve c will
have to be reversed and the valve b*, for allowing air to pass from the small cylinder
to a whistle will have to be dispensed with, and the whistle, if that is the instru-
ment to give the signal, will have to be blown by steam or a special air reservoir,
and will have to be actuated from the projection b'.
Fig. 8 is a sectional elevation of an apparatus arranged to reduce the pressure in
the main pipe to an extent fixed upon to give signals; e, the main pipe; c, a
diaphragm, acted upon by a spring and regulating screw plug d; to this diaphragm
(c) a spindle is attached, having a valve c2 upon it. This valve, by the action of
he diaphragm, remains open when the pressure is at its greatest, but when the
pressure has diminished to the desired extent, the spring acts upon the diaphragın c
o close the valve c³. Above the valve c² there is another valve f, opening inwards
nd connected with a lover handle f', having its fulcrum at f, and to the arm of
his lever projecting past the fulcrum a spring f³ is attached, as shown, to keep the
alve shut. One of these reducing valves (Fig. 8) is arranged within reach of the

page_text: driver and guard, and there may be one in each carriage to be actuated by the
passengers by pulling at connections which will depress the lever handle f¹, and
open the valve f. In place of the reducing valve, illustrated by Fig. 8, an ordinary
safety valve or valves may be placed in the main connecting pipe passing through
the train, but this valve is cut off from the main by a cock until a signal is required
to be given, and when the cock is opened, the safety valve will allow the pressure
to escape to the desired extent to actuate the signal mechanism.
When signals are to be given by vacuum, either by the reducing valve shown by
Fig. 8, or by the safety valve arrangement, the weightings of the valves will have
to be reversed.
The spring acting upon the diaphragm will have to pull it down, and the safety
valve will have to be reversed and open inwards, the fulcrum being between the
valve and the spring.
I have now particularly described the nature of my Invention, and the modes of
carrying the same into effect, and claim as my Invention,-
Firstly. The combination and arrangement of connected differential pistons and
cylinders for actuating brakes, so that they may be readily adapted to be operated,
either by a pressure or vacuum, substantially as herein-before described, and illus-
trated by Figs. 1 to 6, inclusive, of the Drawings.
Secondly. The arrangement of brake mechanism, so as to be actuated by a wire
or rope passing the lengthway of the train, as herein-before described, and illustrated
by Figs. 10 and 11 of the Drawings.
Thirdly. The system or mode of giving signals on trains by reducing the pressure
or vacuum in pipes for actuating brakes passing along a train to a fixed extent,
substantially as herein-before described, and illustrated by Figs. 7, 8, and 9 of the
Drawings.
Fourthly. The diaphragm, mechanism, and differential pistons and cylinders,
and the reducing valve, or a weighted safety valve, substantially as herein-before
described, and illustrated by Figs. 7, 8, and 9, when used in combination with the
system or mode of giving signals above referred to.
In witness whereof, I, the said Francis William Webb, have hereunto
set my hand and seal, this Fourteenth day of August, in the year of
our Lord One thousand eight hundred and seventy-eight.
Hnt