and vacuum Brake Apparatus for Railway Trains.
Year: 1885

page_text: and vacuum Brake Apparatus for Railway Trains.
I EDWARD RESTIEAUX of 44 High Street Llanelly in the County of. Caer-
marthen Clerk do hereby declare the nature of said invention for "IMPROVEMENTS
IN OR APPLICABLE TO CONTINUOUS AUTOMATIC PRESSURE AND VACUUM BRAKE
APPARATUS FOR RAILWAY TRAINS" to be as follows:-
This Invention relates to :-
Certain peculiar constructions and arrangements of the break applying and
releasing cylinders and their pistons and valves of continuous automatic pressure
and vacuum railway brake apparatus applicable either to the single or to the
double continuous pipe system.
Also to certain peculiar arrangements of the levers and connecting rods or links
constituting the break gear whereby the several brake blocks may be applied to
their respective wheels with an uniform degree of pressure.
Also to a mode of effecting the gradual reduction of the pressure of the brake
blocks on their wheels as the momentum of the train diminishes.
Also to a mode of reducing the friction of the rubber packings of the pistons in
their cylinders.
Also to the combination with the aforesaid or similar brake apparatus of an
arrangement of electric bell and conductors whereby the testing of the perfect
connection of the several pipes before starting the train may be readily effected.
I make one portion say the lower of the brake applying and releasing cylinder
of smaller diameter than the other or upper portion each fitted with a piston of its
own both connected with and actuating a single piston rod common to the two.
Each piston is packed with a cup shaped ring of India rubber or other suitable
packing. For the purpose of reducing the friction of these air tight rubber
packings I line or coat the inner portions of the cylinders with an alloy of tin and
lead burnished to a smooth surface.
In one position of the stroke of the double piston three separate and distinct
chambers will be formed in the cylinder viz. at the top bottom and intermediate
part between the two pistons. In the case of vacuum brake apparatus a vacuum
is being formed in the upper and lower portions of. cylinder by ejecting air from
the continuous pipe leading to and from the cylinders in the entire length of the
Price 1 171

page_text: train. As the pressure of the air in the continuous pipe is reduced the an
the larger or upper end of the cylinder will open or lift a valve in the corre-
sponding end thereof and will thus pass through the continuous pipe as quickly as
and during the time exhaustion is taking place. At the same time the pressure
of air in the smaller or lower portion of the same cylinder will depress or close a
double valve in connection therewith and with the continuous pipe the spindle of
this valve being provided with a second valve of smaller area at the top so that the
larger valve on being acted upon by the air pressure from within the lower portion
of the cylinder will drop and be closed at the same time opening the smaller valve
and allowing the air in the lower portion of the cylinder to pass into upper
portion of same cylinder whence it makes its exit by the aforesaid upper valve into
the continuous pipe.
When a vacuum has thus been formed in both the top and bottom portions of
the cylinders the brakes may be applied by turning a valve or three way tap fitted
in front of the engine convenient to the hand of the engine driver and connected
with the continuous pipe. If this tap be opened air will pass from without and
along the continuous pipe to the brake actuating cylinder lifting or opening the
lower valve and depressing or closing the upper one thereof and thus passing into
the lower portion of the cylinder and raising the double piston by its pressure
against the vacuum already formed in the upper or larger end of the cylinder.
The piston being now in position for maintaining the pressure on the brake blocks
a third or intermediate annular chamber or void space will be formed round the
upper portion of the piston the object of which space I will now explain. I provide
an air tight receiver fixed under the foot plate of the engine or in any other con-
venient place with which receiver the end of the continuous pipe is in direct
communication so that when a vacuum is being formed and the three way tap
shut off to exclude the outer air a clear passage will be formed to enable the
receiver to be exhausted of air.
In applying the brake by so turning the three way tap as to admit air into
the continuous pipe all communication with the receiver is for the time being
cut off.
On reversing the tap all the brake cylinders along the continuous pipe will leak
themselves off and thus allow of the release of the brake blocks from the wheels
owing to the air in the continuous pipes being considerably reduced in pressure by
being allowed free access to the receiver. The greater air pressure within the
smaller or lower portion of the cylinder will cause the corresponding valve to drop
or close and thus open communication with the larger or upper end of the cylinder
thereby causing the piston to traverse in an opposite direction such extra pressure
acting on the larger area of the piston and advantage being taken of the vacuum in
the third or intermediate annular chamber before referred to it will thus be seen
that the additional area of that portion of the piston in the upper part of the
cylinder represents so many extra square inches for the pressure to act upon over
and above the piston area contained within the chamber below by reason of the
aforesaid intermediate vacuum chamber immediately the air is allowed to enter the
opposite side of the piston. A similar arrangement of valves may be applied to a
cylinder of uniform diameter throughout containing a single piston the inter-
mediate annular chamber being dispensed with and a spring substituted acting on
the upper surface of the piston but a slight expenditure of power is necessary for
compressing the spring whereas in the first modification when a vacuum is formed
in the cylinder no resistance of any kind is presented in applying the brake and
thus all power on that side of the piston would be made fully available. The
assistance of the before mentioned vacuum receiver need not be brought into
requisition during the motion of train as the pump or ejector would be sufficient by
the engineman merely closing the inlet valve.
The momentum of a train of vehicles running at a high speed after the brake has
been applied necessitates the gradual reduction of the brake block pressure during the
diminishing speed of the train. I attain this object by reducing the diameter o

page_text: the passage which connects the smaller with the larger end of the cylinder so that
the air from the smaller and lower chamber can only have access to the larger one
above in quantity so small in a given time as to require considerable time to
release the brakes whereby an uniform brake block friction will be obtained during
the whole period of retardation of the train this friction being of the highest
possible value or as nearly as possible equal to the adhesion and therefore just
short of that which would cause the wheels to skid, if proper attention be observed
by the engineman.
I may mention that the smallest possible reduction of pressure by the exhaustion
of the air suffices to allow the brake to leak off without the necessity of keeping
the ejector or pump in continual action.
"
I prefer using slight steel piston rods so that a small area may be presented
to the atmosphere as unless counterbalanced the brake blocks would “drag' on
the wheels.
An assistant vacuum chamber or reservoir in direct communication with the
brake cylinders by means of a pipe could be provided with each vehicle the said
pipe being connected to that side of the cylinder where a vacuum exists during
the inrush of air on the other side of the cylinder when the brake is being applied.
By this means should the least quantity of air be left behind where it would be
essential that as perfect a vacuum as possible should be obtained the piston on
retreating would have less resistance to overcome and that resistance being divided
in a larger space would virtually amount to nothing consequently the whole of the
air pressure for applying the brake would be utilized. This would only apply
where the cylinders are of a length merely sufficient for the stroke of the pistons.
In some cases I may employ a double acting piston attached to a single pistou
rod thereby enabling the dimensions of the cylinders to be reduced the same being
applicable to the two-continuous-pipe-system hereinafter referred to or the single-
continuous-pipe-system. Or four moveable pistons attached to two piston rods
may be employed and adapted to the two-continuous-pipe-system.
In the two-continuous-pipe-system the brake is applied and released in the
following manner :-
Two pipes are requisite running along the entire length of a train of vehicles
and coupled separately between the carriages. A flexible tube is also connected
with the piston rods which in that case would be made hollow or tubular, and
communicate with the interior of the cylinder. All the chambers are exhausted of
the air contained within from the tube or pipe leading from the boxes containing
the valves. At the foot of the engine and easy of access to the driver are to be
fixed two separate valves to be brought into requisition for actuating the brake.
One valve communicates with the continuous pipe leading to and from the valve
box of each cylinder, the other valve is connected with the next continuous pipe.
Before exhausting the air from the cylinder chambers each of these valves is
supposed to be closed. To apply the brake the driver must open the valve attached
to the continuous pipe leading to the valve boxes of the brake cylinders the air
will then pass along the continuous pipe and enter certain of the chambers.in the
brake cylinders and thus pull the rods connected with the brake shaft levers in
such a manner as to apply the brake which will remain applied till purposely
released.
This is effected by allowing the valve first opened to remain open and then
opening the other valve so as to allow air to pass along and through one of the
continuous pipes and into those chambers which till now were empty the brake
will then be released in exactly the same manner as previously described.
In the two pipe system a tap is provided at each extremity of the pipes leading
from the release chambers. Attached to the handle of this tap is a light form of
coupling chain to be also connected with the tap of the next vehicle. This tap is
opened when the vehicles remain coupled but should a portion of the train break
asunder the taps will close and thus shut off communication from the outer air

page_text: and only allow air to pass through the other continuous pipes and apply the brakes
of each vehicle which will remain applied till the taps are purposely opened.
For the purpose of releasing the brake when required in cases where a vehicle
or portion of a train breaks away I further provide in the single-continuous-pipe-
system a tap or plug to be fixed to each cylinder when it is necessary to purposely
slip a vehicle and an automatic valve situate at each end of the coupling pipe to be
actuated by ordinary atmospheric pressure and to be brought into action on
detaching one vehicle from another which action will cause the valves to shut and
thus prevent access of air. The guard in charge of the slipped vehicle will then
have it in his power to apply the brake at will.
In my improved arrangements of the connecting rods and levers which actuate
the brake blocks and by which each and every block is applied with equal pressure
to any number of wheels I hang each brake block with a stop hinge or set pin to
regulate the distance of travel when releasing the brake.
From a short arm on the brake shaft which I prefer to be hung in lieu of being
rigidly fixed to the body of the vehicle a pull rod extends and is jointed to the
outer end of a horizontal lever hung from the under framing and carrying at or
near its centre a brake block which bears against its corresponding wheel at the
side farthest from the brake shaft. The inner or opposite end of this lever is
connected by a rod to the inner end of a second corresponding horizontal lever
similarly mounted to the first one but its brake block acts against the other wheel
on the same axle and on the side thereof nearest to the brake shaft. The outer
end of this second lever is connected by a rod to the outer end of a third lever
also similarly mounted the brake block of which acts on the opposite side of the
wheel to the block of the second lever. The inner end of this third lever is
connected by a rod to the inner end of a fourth lever carrying a brake block which
acts on the opposite side of the first mentioned wheel to that on which the
block of the first lever acts. The outer end of this last mentioned lever is con-
nected by a pull rod to a precisely similar arrangement of rods and brake levers in
connection with the wheels of the next axle and so on throughout any number of
wheels and axles the several joints or connections being all capable of adjustment
as required so as to ensure uniformity of pressure on all the brake blocks.
By a more simple arrangement of brake gear which also serves to equalize the
pressure on each and every brake block I provide at the end of the pull rod leading
from the brake shaft a swivel or compensating connection to the opposite ends
of which are jointed two short rods leading to the cross bars or levers attached
to the brake hangers and which carry the brake blocks as in the modification last
described. In this arrangement I am enabled to work the brakes by means of a
single pull rod in lieu of requiring two as is usually the case wherein the two ends
of the rods intended to pull from one direction are jointed to a lever arm on the
brake shaft and in like manner the two ends of the two rods intended to pull from
the opposite direction are attached to a second lever arm on the brake shaft these
levers being usually fixed at right angles to each other on the said shaft. The said
pull rods diverge right and left the one being connected with the cross bar attached
to one brake block and the other with the cross bar on the opposite side.
By this means communication is established between the four brake blocks
necessary to brake one pair of wheels-Now it is obvious that under such an
arrangement as already referred to namely the usual two pull rods connected with
one lever pulling from one direction should the said rods be not exactly of equal
lengths and the brake blocks and their attachments not be fitted with great exact-
ness the blocks cannot at any time be applied to the wheels with equal pressure
throughout the series.
The same also applies to the unequal wear of the blocks themselves as in either
case the one pull rod must at all times bear a greater strain than the other and it
is even possible for all the blocks to be tightly applied to the wheels and yet not
have an equal pressure. One or more of the blocks may be applied for example
with a pressure equal to say 9000 pounds whilst those connected with the next

page_text: diverging pull rod may only be applied with a pressure equal to 1000 pounds.
This may be explained as follows:-
One of the diverging rods leading from the brake shaft to the brake block.
attachment may be slightly longer than its neighbour or if of equal length one of
the rods and gearing attachments may spring more than the other and thus when
one rod has fully executed its work on that side, the next rod may not be pulled
up to its full extent and hence an amount of expended power is lost that should
have been equally distributed on the blocks in connection with this pull rod.
The same applies to the opposite pull rods attached to the next lot of blocks and
in the same manner connected to the other lever on the brake shaft. These objec-
tions are entirely obviated by the improved arrangements of brake gear herein before
referred to.
With a view to readily testing the efficiency of the continuous brake mechanism
before starting the train I provide an insulated wire which is carried underneath
and from end to end of each vehicle, the said wire terminating and being connected
with the metal connections of the flexible tubes a complete circuit is formed for
the passage of an electric current which actuates an electro magnet in direct com-
munication with an electric bell. In order to ascertain before starting the train
whether all pipes are properly connected the driver of the engine completes the
circuit and if the bell rings it assures him that all is right but if it fails to ring it
indicates that the apparatus is not in proper working order. By this means the
driver of an engine after ascertaining by his guage that he has procured a vacuum
is not deceived as has often been the case when the flexible tube has been placed
on and not been removed from the stopper of his engine. The same applies to the
tubes being placed on the stoppers of any of the other vehicles.

page_text: Improvements in or Applicable to Continuous Automatic Pressure
and Vacuum Brake Apparatus for Railway Trains.
I, EDWARD RESTIEAUX of 44 High Street Llanelly in the County of Carmarthen,
Clerk do hereby declare the nature of my invention for IMPROVEMENTS IN OR
APPLICABLE TO CONTINUOUS AUTOMATIC PRESSURE AND VACUUM BRAKE APPARATUS
FOR RAILWAY TRAINS and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
My invention has for its object certain improvements in apparatus for applying
Railway brakes, commonly known as continuous brakes to be actuated by com-
pressed air at more than one atmosphere or air pressure obtained by means of
exhaustion better known as vacuum. I claim certain improvements in the
construction of brake applying cylinders and appurtenances thereto as also other
arrangements with respect to connections for the purpose of applying the brake
block pressure to the wheels to be hereinafter explained. By a simple contrivance
I construct a cylinder having for its object certain improvements in releasing the
brake block pressure. This cylinder I illustrate in different forms of construction
in figures 1. 3. 4. 5. 9 and 10. with movable pistons and so arranged as to be capable
of sliding backwards and forwards in a portion of the interior of the chamber, the
distance of traverse to be regulated according to the length of stroke, similar to
other automatic air pressure brakes in present use. A portion of the cylinder is
made of smaller diameter than the other portion. The piston travelling in this
portion of the cylinder is connected with a rim or inverted hat shaped piston so
arranged as to to be capable of traversing in the larger diameter portion of cylinder,
the two pistons acting by one movement of the piston rod. Each piston is fitted
with India rubber or other suitable packing around each of their circumferances so
as to make them air tight between the different chambers. As a self lubricant for
the traverse or friction of the air tight packings I provide by preference that the
inner portions of cylinder be lined with an alloy of tin and lead burnished, as a
suitable friction surface for India rubber. It is obvious that in one position of the
stroke of the piston that three chambers present themselves to view. They are
explained in the following manner :- In the case of vacuum brake apparatus a
vacuum is being formed in one portion of cylinder by means of pumping or
otherwise ejecting air from the continuous pipe leading to and from the cylinders
in the entire length of train. As the air is reduced in pressure in the continuous
pipe the air within the cylinder will lift the valve, it having connection with one
portion of the same cylinder, and thus pass through the continuous pipe as quickly
and during the time exhaustion is taking place, at the same time the pressure of
air in other portion of the same cylinder will depress the double valve this valve
being provided with a smaller piston head at the one end than the other portion.
This is purposely arranged so that the larger piston area shall have advantage over
the smaller as to receive the air pressure from within the cylinder and thus be
enabled to move in an opposite direction. At the same time it will also allow the
air in the one portion of cylinder to pass along the pipe and into other side of

page_text: same cylinder and then make exit by means of the aforesaid valve. I prefer having
lightly made valves of somewhat large diameter for the purpose of ensuring a
more perfect vacuum. When a vacuum has been formed in all portions of cylinders
the brake may be applied by means of the valve or three way tap T, see figure 1.
This tap to be fitted in front of the engine and to be handled by the engine driver.
If the tap be opened air will pass from without and along the continuous pipes to
the cylinders en-route and will lift the lower valve and depress the upper one and
thus pass by the sides of the lower valve into the lower portion of the cylinder and
by this means raise the piston by its superior pressure against the vacuum already
formed in the large chamber situate above and opposite to the side of piston to
which air pressure is being applied. The brake being now in position for main-
taining the brake block pressure presents to view as aforesaid a third and annular
chamber circulating the upper portion of piston in such a manner as to form an
empty space. The object of this space is explained thus:-I provide an iron
reservoir of slight structure and by preference of cylindrical form to be fixed under
the foot plate of the engine or any other convenient place. The termination of the
continuous pipe to be in direct communication with it so that when a vacuum is
formed the three way tap is to be shut off from the outer air, and thus leave a
clear passage for the reservoir to be exhausted of air. In applying the brake by
means of allowing free passage or access of air through the three way tap commu-
nication is thus cut off from the reservoir by that action. If the tap be now
reversed, the brake cylinders all along the continuous pipe will leak themselves off
and thus allow release of brake blocks from the wheels. This is caused by the air
in the continuous pipes being considerably reduced in pressure, it having been
allowed free access to reservoir by means of the three way tap. The air pressure
will be reduced from the lower valve and thus allow the air of greater pressure
from within the lower portion of cylinder having action on the lower and larger
area of piston valve to cause it to drop and thus open communication with the top
chamber and which will cause the piston to traverse in an opposite direction on
account of the extra pressure being on that side of the piston where advantage is
now being taken of the vacuum formed in the third and centre chamber afore-
mentioned. It is therefore obvious that the whole of the area of that portion of
annular rim situate in the top, chamber represents so many extra inches of air
pressure above that which is contained in the chamber below on account of the
aforesaid vacuum chamber, immediately the air is allowed to enter the opposite side
of the piston and it more than equalizes itself on account of the extra area of piston
as already explained.
Figure 2 is the same form of appliance, minus the centre annular chamber.
A spring is shown for that purpose. In figure 1. After a vacuum has been formed
in the cylinder there is no resistance of any kind in applying the brake and thus
all power on that side of the piston would be made actually fully available. It is
not imperative that a spring should be used as the piston would drop without the
assistance of one but it would not be so instantaneous. The assistance of the
vacuum reservoir need not be brought into requisition during motion of Train as
the pump would be sufficient by engineman merely closing the inlet valve. The
least action of the ejector so as to slightly reduce the air pressure in the continuous
pipe will also be sufficient to cause the valve to move by the air pressure on its
other side being less rarefied. It is therefore a matter of indifference whether the
vacuum reservoir or air chamber be used. The tendency of a train of vehicles in
high speed after the brake has been applied necessitates the gradual reduction of
the brake block pressure during the diminishing speed of the vehicles. I attain
this object in the following manner viz:-If the pipe leading from the small
chamber to that of the larger one be made of somewhat small diameter so that the
air from the lower and smaller chamber may only have access to the larger one.
above, in quantity so small in a given time as to take some considerable time to
release the brakes it will be the means of obtaining a kind of uniform brake block

page_text: friction during the whole progress of the stop and would give to this friction the
highest possible value i.e. a value as nearly as possible equal to the adhesion and
therefore just short of that which could cause the wheels to skid, that is, if proper
attention be observed by the engineman. It should be the duty of the engineman
that the brake block pressure should be regulated according to speed and other
circumstances so that the friction shall nearly equal but never exceed the adhesion
of the wheels upon the rails. The shape dimensions and arrangement of cylinders
and pipes & have no particular pretention or claim. All pipes & are simply
concentrated and brought to view for the express purpose of the more simply
illustrating the action and mode of applying the brake. I prefer having slight
steel piston rods lined with brass on its friction parts so that a small area be
presented to the atmosphere as unless counterbalanced the brake blocks would
drag" on the wheels. An assistant vacuum reservoir to be in direct commu-
nication with the brake cylinders by means of a pipe could be provided in each
vehicle, the pipe of which to be connected to that side of the cylinder where
remains a vacuum during the inrush of air on the other side of the cylinder when
the brake is being applied, by this means should the least quantity of air be left
behind, where it would be essential that as perfect a vacuum as possible should be
procured, the piston on retreating would have less resistance to meet, that resistance
being divided in a larger space which would nominally mean nothing, and thus the
whole of the air pressure for applying the brake would be utilized. This would
only apply to cylinders being used of depth merely sufficient for the stroke of the
pistons.
Figure 3 represents a double acting piston attached to a single piston rod,
by this means the cylinders may be reduced in their proportions. The cylinders
here represented are only fitted with pipes and valves to be attached to what
is termed the two continuous pipe system. N° 1 section of Figure 3 represents
the brake applied. In causing a vacuum air will leave chambers A and B
in the following manner-Valve C will be lifted by the pressure of air in
chambers A. The air will pass out of chambers A by means of the hollow piston
rod S and along pipe R and will pass valve C. In like manner air will leave
chambers B by means of hollow piston rod P and pipe Q The brake will now be
inactive as represented at No 2 section of Figure 3, pipes G and F being closed by
means of separate valves which are to be under the control of the engine driver.
To apply the brake the engine drivers valve in connection with continuous pipe F
must be opened to the atmosphere and air will enter chambers B by means of
hollow piston rod P and pipe Q. By the pressure of air in chambers B the pistons
will be lifted in the manner as represented in No 1 section of Figure 3. In this
manner the brake will remain applied until being purposely released-The action
of lifting the pistons is also the cause of a vacuum in chamber J which has been
mentioned previously with reference to section Figure 1.-To release the brake it
will be essential that the two valves in front of the engine and connected with
continuous pipes F and G be opened to the atmosphere. Air will pass along the
continuous pipe G, up hollow piston rod S and along pipe R and will enter
chambers A--The extra area of piston caused by the vacuum chamber J. will be
the means of ejecting air from chambers B in the downward movement of the
pistons as illustrated in No 2 section of Figure 3-Number 3 section of Figure 3.
illustrates form of the cylinder with the double headed movable piston taken out-
It will be seen that a hollow piston rod is fixed to the top of the cylinder. At the
end of this rod is fixed an ordinary India rubber packed piston of somewhat less
circumference than the smaller lower chamber. This is for the purpose of allowing
the shell which forms a chamber and connects one piston head with the other, as
shown in section No 4 of Figure 3, to receive the fixed piston of section N° 3 of
this Figure. The upper chamber of N° 3 section of Figure 3 is of larger dimensions
for the purpose of receiving the larger of the two piston heads as illustrated in
No 4 section of this Figure-The cylinders may be connected with the continuous

page_text: pipes by means of a flexible pipe at G and an ordinary connection at F for the
other continuous pipe, or, for better convenience the entrance at G may be closed
and the cylinder connected to the pipes in the manner as illustrated in Figure 6.
Figure 4 represents a cylinder containing four movable pistons attached to two
piston rods also arranged for the two continuous pipe system-The action of
applying and releasing the brake may be traced by means of the reference letters
marked on this Figure and the explanation given with Figure 3. Pipe T in this
Figure is for the purpose of conducting air to and from chambers B by means of
the hollow piston rod P. Valve C prevents air from entering chambers A in
manner as afore described. The formation of this cylinder and pistons are
exactly the same as the one illustrated in Figure 3 excepting that it is a double
ended one.
Figure 5 is identical with that of Figure 4 with the difference of valve arrange-
ments similar to figures 1. 9 and 10 The same valve arrangements may be
applied to the cylinders in figure 3. By this means they are made applicable to
the single continuous pipe system. As air is being exhausted it will leave
chambers A. by means of valve C pipe R and hollow piston rod S. Air will leave
chambers B by means of pipe Q and hollow piston rod P pipe T and valve C. To
apply the brake air is allowed to enter chambers B by means of the continuous
pipe F. and pipe Q. As air enters the chambers, the double valve D E. will be
moved towards pipe I and prevent entrance of air to centre chambers A, valve E
closing entrance to pipe I. By this action air will enter chambers B by means of
valve D pipe T hollow piston rod P. and the other B chambers by means of pipe Q
and apply the brake-When it is necessary to release the brake the engine driver
has simply to allow the ejector to reduce the air pressure in continuous pipe F, the
air in centre chambers B. will then move double valve D. E to the position there
shown; valve D closing entrance to pipe Q. These two centre chambers will leak
themselves off by means of hollow piston rod P. pipe I and pass out by valve E into
centre chamber A. The extra area of the two centre pistons caused by vacuum
chamber J. will cause each piston to move in opposite directions by the pressure of
air in centre chamber A, at the same time air in the two end chambers B will be
forced out by the movement of the pistons in the direction aforesaid, leaving these
chambers by means of pipe Q, and along continuous pipe F and out by the aforesaid
valve being opened to the atmosphere, by the engineman, after having reduced the
air pressure in continuous pipe F for the aforesaid purpose of moving valve D. E so
as to allow the brake to leak off It will be noticed that valves D and E are of
different areas, this is for the purpose of allowing air pressure in centre chambers B
gaining an advantage over the smaller valve as to cause the said double valve to
move in an opposite direction.
Figure 6 illustrates cylinder figure 4 fixed in position for the double pipe system.
It also represents the single pipe system by detaching one side of the continuous
pipes G and retaining the one F represented as being attached to the cylinder as
illustrated in figure 5. For the two continuous pipe system the cylinders repre-
sented in figures 3 and 4 are to be fixed in the manner and as similarly previously
described in figure 6. The brake is applied and released in the following manner :-
Two pipes F and G are requisite to run along the entire length of a train of
vehicles and coupled separately between the carriages. A flexible tube is also,
connected with the piston rods and one side of the cylinder pipes R. All the
chambers are exhausted of the air contained within from the tube or pipe leading
from the boxes containing the valves and connected with pipes Q. Easy of access
to the engine driver are to be fixed two separate valves to be brought into requi-
sition for actuating the brake. One valve communicates with the continuous
pipe F leading to and from the valve box of each cylinder. The other valve is
connected with the other continuous pipe G. Before exhausting of the air from the
cylinders each of these valves are supposed to be closed. To apply the brake the
driver must open the valve attached to the continuous pipe F leading to the valve

page_text: boxes of the brake cylinders. The air will then be able to pass along the con-
tinuous pipe and enter certain of the chambers in the brake cylinders and thus pull
the brake rods connected with the brake shaft levers, in such a manner as to apply
the brake. In this manner the brake will remain applied until purposely released.
This is effected by allowing the valve first opened to remain so and next open the
other valve so as to allow air to pass along and through the other continuous pipe
and into the other chambers, until now empty, the brake will then be released in
exactly the same manner as aforementioned in figures 1 and 2 &.
The continuous pipes connected with the cylinder in figure 6 must of a necessity
cross each other so as to always bring into proper position the pipes to be coupled
with those of the next vehicle. For the two pipe system is provided a tap Y at
each extremity of the pipes G, leading from the release chambers. Attached to the
handle of this tap is a light form of coupling chain X to be also attached or coupled
with the tap of the next vehicle as shown in figure 6. This tap is kept open when
the vehicles remain coupled, but should a portion of the train break asunder the
taps will close and shut off communication with the open air and only allow air to
pass through the other continuous pipes F and apply the brakes of each vehicle
which will remain applied until the taps are purposely opened. For the purpose
of releasing the brake when required, in cases where a vehicle or portion of a train
breaks away and when cylinders are used similar in construction to those repre-
sented in figures 1. 2. 3. 4. 5. 9. and 10. in the single continuous pipe system. I also
provide a release tap or plug to be fixed to each cylinder for the purpose of being
used when it is necessary to purposely slip a vehicle. I provide an automatic valve
situate at each end of the coupling pipe G to be actuated by ordinary atmospheric
pressure, and to be brought into action on severing one vehicle from another, which
action will cause valves to shut and thus prevent access of air. The man in charge
of the slipped vehicle will have it in his power to apply the brake at will.
Figure 9. is a modification of the single continuous pipe system as already
explained. F represents a pipe for the conveyance of air froin the continuous pipe
and depresses valve C so as not to enter chambers A. It also closes valve E so as
to prevent entrance of air along pipe I and G to chambers A. Air thus enters by
means of valve D and pipe H. to chambers B and applies the brake. By reducing
the pressure of air in the continuous pipe by slightly and momentarily applying
the steam ejector, the air in the chambers B being of greater pressure closes valve D
and opens valve E and makes exit along pipe I and G to the chambers A and
forces piston down. This is caused by means of the extra area of piston and
vacuum chamber J.
Figure 10 is a double action cylinder and pistons with the same valve arrange-
ments Pipe K connects chambers B, chambers A are connected by means of
openings at L.
Figures 7 and 8 illustrate a system of connecting the rods and levers that
actuate the brake blocks and by which each and every block is applied with equal
pressure to the wheels.
Figure 7 illustrates how any number of brake blocks may be connected so as to
attain to the aforesaid object. Each block is to be hung with a stop hinge or set
pin to regulate distance from the wheels. This is for the purpose of releasing the
brake. The brake blocks are connected to the cross bars C in exactly the same
manner as in figure 8 but instead of being actuated by a centre pull rod connected
to a lever on the centre of a brake shaft, each cross bar is connected by means of
coupling rods A. B.
An ordinary brake shaft S with levers T. U is to be fixed in the centre of the
four pairs of wheels. Connected to lever T on brake shaft S is a rod V which is
connected to cross bar C at D. If brake shaft S be turned so as to cause lever T
to pull the rod V in tension, brake block E will also be applied to the wheel by
that action. At the same time rod B will be pulling cross bar F which will in its
turn pull rod G in such a manner as to cause cross bar H to pull rod A, and cross

page_text: bar I, this same cross bar will then pull rod J which will again in like manner pull
the four cross bars connected with the next pair of wheels and apply the brake.
blocks to the wheels. The remaining two pairs of wheels will also have the
brake blocks similarly applied by the same brake shaft and thus the sixteen brake
blocks will be applied to the wheels with pressure equally distributed.
Figure 8 illustrates a more simple means of connecting the brake gear so as to
equalize the pressure on each and every block alike. At the end of the rod leading
from the brake shaft E is provided a swivel A or compensating kind of connection:
to which are attached two short rods B which lead to the cross bara attached to
the brake hangers and connected with the brake blocks D. It will be obvious
that unequal wear and tear of the brake blocks will be compensated for by this
arrangement. I also provide that the brake shaft E shall be hung and not rigidly.
fixed to the body of the vehicle. By this arrangement the brake is more effective
in its action. It also illustrates a mode of effecting a purpose by means of a single
pull rod F which is usually effected by two such pull rods. The present system of
brake apparatus does not fully allow for an unequal amount of wear and tear.
of the brake blocks or unequal strains of the rods or gearing. It is usual to attach
two ends of the rods intended to pull from one direction to one lever connected
with the brake shaft and in same manner the two rods pulling from the opposite
direction are attached to the other levers, these levers being usually fixed at right
angles on the brake shaft. These rods diverge right and left the one being con-
nected with the cross bar attached to one brake block, and the other is attached to
the cross bar on the opposite side. By this means communication is establised
between the four brake blocks necessary to brake one pair of wheels. It is obvious
that should the rods be not exactly of equal lengths and the brake blocks and
their attachments be fitted to great exactness that the blocks cannot be at any time
applied to the wheels with equal pressure throughout. The same also applies to
the unequal wear of the blocks for in either case the one pull rod must at all times
bear a greater amount of strain than the other. It is even possible for all blocks
to be tightly applied to the wheels and yet not have an equal bearing. A few of
the blocks may be applied to the wheels with a pressure equal to 9,000 pounds
but the blocks connected with the next diverging pull rod may only be applied to
the wheels with a pressure equal to 1,000 pounds. One of the diverging rods
leading from the brake shaft to the brake block attachment may be slightly longer.
than the neighbouring one or, if of equal length one of the rods and gearing
attachments may have a "spring" more than the other and thus when one rod has
fully executed its work on that side, the next rod may not be pulled up to its full
extent and thus a degree of expended power is lost that should have been equally
distributed on the blocks attached to this pull rod. The same applies to the
opposite pull rods attached to the next lot of blocks and in same manner connected
to the other lever on the brake shaft. This is obviated by means of the arrange-
ments shown in figures 7 and 8. By the means there illustrated the same amount
of pressure is applied to each and every block. I also provide that an insulated
wire be attached in such manner as to be carried underneath and from end to end
of each vehicle, the said wire to terminate and be connected with the metal
connections of the flexible tubes. A complete circuit is to be made in the usual
way for the purpose of conveying an electric current, which current is to actuate
an electro magnet in direct communication with an electric bell. To ascertain
before the starting of a train whether all pipes are properly connected the driver
of the engine completes the electric circuit and if the bell rings it assures him that
all is right, but if the bell does not ring it assures him to the contrary. By
this means the driver of an engine, after ascertaining by his gauge that he has
procured a vacuum is not deceived, as has often been the case when the flexible
tube has been placed on and not been removed from the stopper of bis engine.
The same applies to the tubes being placed on the stoppers of any of the other
vehicles.

page_text: Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what
I claim is
1. The formations of pistons and valve arrangements as illustrated in Figure 1
showing the mode of applying the brake and afterwards effecting its release at will
by means aforesaid as herein described.
2. The formation of pistons and valve arrangements illustrated in figures
1. 2. 3. 4. 5. 6. 9 and 10 as aforesaid herein described.
3. The arrangements connected with the brake gear showing the mode of
applying the brake blocks to the wheels with the same degree of pressure to each
and every block separately as hereinbefore described, having reference to illustrations
figures 7 and 8.
4. The alloy of tin and lead in any proportions, as hereinbefore mentioned, to
be used as a suitable lubricant for the India rubber piston packings or other
movable objects having a necessity for the use of India rubber as in like manner
herein before described.
5. The arrangements for reducing the brake block pressure as the progress of
the train diminishes as hereinbefore explained.
.6. The mode of passing air from chamber to chamber for the purpose of releasing
of brake as hereinbefore mentioned.