Year: 1893

page_text: Date of Application, 25th July, 1893
Complete Specification Left, 21st Apr., 1894-Accepted, 14th July, 1894

page_text: The cylinder C is provided with a piston P a valve F packing G, and a piston
rod H connected to a lever of the energy giving apparatus on the axle. The
piston P is arrested in the position shown, by a projection i of the actuating lever L
against which the head H of the rod H abuts. This position of the piston P
corresponds to the inoperative position of the brake.
At the end opposite to that through which the rod H passes, is an apparatus K
which serves for operating the brake under the action of an electric current.
When a continuous electric current passes through the electro-magnet J of this
apparatus the brake is taken completely off. On the other hand an interruption in
the passage of the current immediately causes its application, while in order to
effect the taking off of the brake it is sufficient to re-establish the current. Au
intermittent or a series of intermittent currents will produce the moderation of the
pressure until taking the brake off completely.
The passage O establishes communication between the cylinder C and the inlet
and outlet valves for the liquid destined to actuate the pistons P¹ P".
The brake cylinder D is provided at each of its ends (which serve as guides to
the piston-rods) with an arrangement for automatically compensating for the wear
of the brake blocks which is also represented in Fig. 4. The rods of the pistons P' P
On these rods
are provided with racks of teeth p which are seen in Figs. 2 and 4.
are loose plates M M¹ the upper part of the aperture in which is bevelled or shaped
so as to fit into the teeth made on the rods and engage with them when they move
one way.
A certain amount of play is allowed to the plates M M' so that they
may have a vertical motion sufficient to permit them to rise over the teeth of the
piston rods when these move outward. The plates M M¹ accompany the motion
of the piston rods through a space determined by the distance between the sides a a¹
of a recess in the end of the cylinder D. Suppose that the maximum stroke of the
pistons PP to have been fixed beforehand at six centimetres and that the pitch
of the teeth of the rods to be one centimetre, the distance a a' being about
six centimetres and the thickness of the plates M M' about 1 c.m. these pieces will
travel one tooth when the pistons PP" have moved outward six centimetres.
return or inward movement of the pistons the vertical face of the teeth will bear
against the plates M M thereby arresting the return of the piston in this new
position until the complete wearing away of the brake-blocks corresponding to the
total stroke given to the pistons P1 and P". The parts are so arranged that the
initial effort transmitted by the pistons P¹ and P will be multiplied by 5 by
thelevers connecting them to the brake blocks, and the brake blocks will be main-
tained at a distance from the wheels varying from 10 to 12 m.m.
In the
The lever L pivoted to the extremity of the guide of the rod H serves to put
the brake out of action in case the vehicle is in a train not using the continuous
brake or when from any cause the brake is not to be used. This lever L is actuated
by a shaft I placed across the vehicle and carrying at its two ends two operating
levers L' (Fig. 6). A lever L" keyed on the shaft I transmits movement to the
lever L and another lever L bears against a spindle valve for putting the brake
cylinder D into communication with the reservoir E. According as the levers L'
are in the " on or off" positions, (Fig. 6) the brake is in a state of action or of
inaction.
"9
The apparatus K is fixed on the end of the cylinder C and comprises three
valves F, F, F and an electro-magnet J receiving current through the terminals b
and 6. The apparatus K opens or closes the communication between the cylinder C
and the reservoir E by the passages 01, 03, 03, and the tube T. The piston to
which the valve F¹ is attached is in communication at its upper part with the
passage and the tube T communicating with the brake cylinder D. The
valve communicates on one side by the passage O' with the tube T¹ and on
the other side by the passages O and O³ with the reservoir E.
Figs. 6 and 6 represent in side and in front view, one of the two levers placed
on each side of the vehicle and serving to put the brake into or out of action.
These levers may be combined with a connection to the guard's van in order to

page_text: constitute a rapid and energetic hand-brake. In the application of the brake to
goods stock, these levers may be so arranged that they can be operated during the
passage of a vehicle, in motion and thus facilitate shunting operations.
The chamber O* (Fig. 7) communicates with the cylinder C. F is a valve for
the admission of the liquid into the reservoir E. F's is an outlet valve for the
liquid going to the pressure regulator and to the brake-cylinder D by the passage 07.
Beneath the valve F7 is a pressure regulator comprising a piston F8 connected to
the valve F, and maintained in the position shown in Fig. 7 by a helical spring V.
The lower part of the space in which the pressure regulator is situated communicates
with the reservoir E. Under the influence of the pressure the piston F8 compresses
the helical spring V until the pressure has attained its proper predetermined value,
when the spindle of the valve F' comes against the regulating screw V₁ whereby
the said valve is raised from its seat in the piston F8 and the excess of liquid sent
by the piston P returns to the reservoir E through the said piston F8.
The passages O' and 02 and the passage 07 leading to the brake cylinder D are
more clearly shown in Fig. 8.
The apparatus for obtaining energy from the axle of the vehicle comprises as
shown in Figs. 9 and 9 two grooved conical cams or snails U U¹ which resemble
a double conical helix or volute keyed on the axle X the wider ends of which are
adjacent to each other.
In front of the starting points of the conical cams or snails are suspended two
rollers Y Y These rollers can move longitudinally on their axle and are
maintained in the position that they occupy in Fig. 9A by a helical spring U".
The axle of the rollers is carried by arms Y2 jointed to the framework of the
vehicle, these pieces carrying a cross bar U³ connected by a rod U' lever U³ and
rod U with the rod H of the piston P. During the motion of the train or when
the brake is out of action, the rollers Y. Y' occupy the position 1 indicated by the
full lines Fig. 9.
When the application is to take place the rollers are brought
into the position 2.
In the latter position, according to the direction of rotation
of the axle, one of the rollers engages in the groove of one of the cams or
snails U or U¹ and follows it into the position 3. In following the helical cam
groove from the position 2 to the position 3, the roller engaged in the helix is
moved along its axle, and compresses the helical spring U. By the time the
roller has arrived at the position 3, it has reached the end of the cams or snails
the latter releases the roller which under the influence of the spring resumes its
initial position on the axle, and in consequence of the play of the other organs,
This causes
permits the axle of the rollers to return to the position of rest 1.
the arms Y2 to perform a movement or vibration, which is transmitted by the
connections U, U³, U to the piston P for supplying energy to operate the brake-
blocks.
By reversing the conical cams a single roller might be employed adapted to
engage in the middle and follow one or other of these cam grooves according to
the direction of rotation of the axle.
On the locomotive at S is a source of electricity. One of the poles of this source
of electricity communicates directly with one of the side conductors S₁ of the
circuit which at the end of the train joins the other side conductor S2 to return to
the key of the commutator r. When the circuit is closed all the brakes are off;
in order to apply them it is sufficient to open the circuit. In case of the breaking
of a coupling or of the manipulation of a commutator placed at the disposal of the
officials or of the passengers the circuit is opened which produces the automatic
application of the brakes of all the vehicles. At the disposal of the engine driver
is a manometer m communicating with the brake cylinder of the engine or of the
tender. By making one or several emissions of the current, the engine
driver may allow a more or less large fraction of the liquid under pressure
contained in the brake-cylinders to return to the reservoir E and obtain by this
means a variation in the intensity of the pressure of the brakes, that is to say control.

page_text: Having thus described the construction of our brake-system, we shall now explain
the operation. We will suppose that the reservoir E, the cylinder C, all the
passages, and the spaces between the pistons of the brake cylinder D have been
completely filled with liquid. The liquid employed may be oleonaphtha oil,
petroleum, glycerine &c.
The electric current passing through the electro-magnet J and the lever L₁
having been placed in the position "on," the valve F carried by the piston P will
rest on its seat and will intercept the communication of the cylinder C with the
reservoir E by the passage 01. By the action of the electric current the valve F"
secured to the armature A¹ will also bear against its seat and intercept the commu-
nication between the cylinder C and the reservoir E by the passages O2 and 0³
The same movement that caused the valve F" to come against its seat will by
reason of the connection betweem them have caused the valve F to open putting
the brake cylinder D in communication with the reservoir E by the passage 0,
the tube T, the passage O³, the passage O, the passage 03 and the tube T. The
piston P being retained in this position by the obturation of the passages
permitting the escape of the liquid will maintain the rollers Y Y in the
position 1, indicated by full lines Fig. 9 that is to say that the brake will be
completely off.
If the electric current in the circuit be interrupted and consequently in the
actuating electro-magnet the following events will be produced; the valve Fl
forced by the spring F* will open and put the cylinder C into communication with
the reservoir E, the valve F will close and cut off the communication between
the cylinder D and the reservoir E. By the action of its spring P*, the piston P,
having become free will again begin to move backwards, taking with it the rollers
as far as the position of engagement 2 with one of the helices. In its engaging
motion the piston P already immersed in the liquid, will have drawn into the
cylinder C by a valve F and the passage O, the corresponding quantity of liquid
from the reservoir E. Once the engagement has been produced and the roller bas
been brought into the position 3 drawing with it the piston P all the liquid in front
of this piston is forced past the valve F into the space communicating with the
cylinder D, the pressure regulator, the tube T', the passage 04, and the passage 0.
As soon as the least pressure begins to be produced in these spaces, the valve FL
closes and stops the communication between the cylinder C and the reservoir E by
the passage 02. Under the action of the liquid driven back by the piston P, the
pistons of the brake cylinder move apart and cause the brake blocks to bear against
the tyres of the wheels, the pressure of the liquid augmenting causes the piston F8
of the pressure regulator to descend until the rod of the valve F' abuts against the
regulating screw V¹.
When the brake is applied and the rollers have arrived at the position 3 the
roller engaged has been brought back to the end of its axle that is to say that it is
completely disengaged from the cam U or U' as the case may be. While the roller
is moving from the position 2 to the position 3 the valve F, drawn along by the
piston P, has withdrawn from the passage O. By the action of its spring the
piston P can then come back returning liquid to the reservoir until the valve F
bears on its seat, that is to say until the roller reaches the position 1.
In order to effect the taking off of the brakes it is sufficient to re-establish
the passage of the current in the electro-magnets. By the action of the current
the valve F" closes whilst the valve F opens and puts the brake cylinder D into
communication with the reservoir E. The liquid escaping, the springs p* bring
back the pistons PP" and the taking off of the brakes takes place.
As the valve F remains closed whilst there is pressure in the brake-cylinder D
any desired quantity of liquid may be caused to be discharged at the expense of
the volume taken in by the piston of the pressure regulator. The discharge of
this liquid will be caused by means of one or of several impulses of current
according to the needs of the stoppage. The variations in the pressure on the

page_text: pistons P P will be indicated by the manometer m which will permit the engine-
driver to regulate this pressure to his wish.
When the brakes are completely taken off in consequence of continuous passage
of the current through the apparatus, the valve F¹ opens under the action of its.
spring; the opening of this valve has not any influence at this moment since the
valve F is closed.
From what we have just seen above, the mere breaking of the circuit is sufficient
to produce the application of the brakes, it is evident then that in case of
the breakage of a coupling the brake will be automatic because the conductors
will be broken. Moreover, the brake being in its very essence automatic,
preliminary test of the train before its departure from the station of origin will be
unnecessary.
When a vehicle is to travel without making use of the continuous brake, or when,.
although it had to be used, its action is to be isolated or independent of the rest
of the brakes in the train, it is sufficient to place the lever L' (Fig. 6) in the
position "off." In this position the lever L locks the rollers in the position 1 at
the same time that the lever L bears against the discharge valve that puts the
liquid driven back by the piston P into communication with the reservoir E. At
the moment of putting the lever L' into the position "off" one of the rollers Y Y'
might be in the position 2 and consequently in engagement with a helix and thus
prevent the putting of the brake out of action. In order to prevent this.
inconvenience, the connection between the lever L" and the lever L is made by
means of a spring. If the head of the rod of the piston P has passed the end of
the lever, this lever abuts and the spring being compressed does not prevent the
opening of the discharge valve. When after having taken the position 3 the
rollers and rod return, the locking takes place naturally. When on the contrary
it is desired to bring the lever L' back into the position on "the connection
between the two levers being rigid, permits the ready disengagement of the lever L,
from the head of the rod of the piston P.
$6
Improvements in Brake Apparatus for Railway and other Vehicles..
We, DENIS PHILLIPPE MARTIN, of 136 Boulevard Raspail, Paris, France,
Engineer, EMILE HERVAIS, of Cité Bergère, Paris, Engineer, and FRANÇOIS.
LOPPÉ, of 240 Rue de Vangirard, Paris, Engineer, do hereby declare the nature
of this invention and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement :-
This invention relates to brake apparatus for vehicles such as railway and
tramway vehicles, in which the energy required for applying the brakes is entirely
obtained from the momentum of the vehicle to which the apparatus is applied,
electricity being employed as the transmitting agent to control the application,
graduation, and taking off of the pressure of the brake blocks.
The control may
also be effected by mechanical means.
By the employment of electricity, simultaneous action will be obtained of all the
brakes from the first to the last carriage of a train of any required length. This
property will permit the employment of the brake apparatus in goods-trains. The
brake apparatus is automatic; and it is not necessary to store up in advance any
energy whatever on the vehicles to give it this property. In case of the rupture
of couplings, the application of the brakes will be effected instantaneously in all

page_text: parts of the train, and in case of danger, the brakes can be actuated in the
simplest manner by the officials or by the passengers.
The action of the brakes
can be varied as desired, the operator being able to apply the brakes with any
pressure between the maximum pressure and the simple contact of the brake
blocks against the tyres of the wheels. No preliminary storage of energy being
necessary to effect its application, taking-off, or automatic action, the brake
The weather has no
apparatus, is, after one operation, ready for a fresh one.
injurious effect on the operation of the apparatus, consequently the apparatus can
be employed both in the hottest and the coldest climates.
In the drawings filed with our Provisional Specification,
Fig. 1 is a side view;
Fig. 2 a horizontal section on the line A B, Fig. 1; and
Fig. 3 an end view of brake apparatus constructed according to our invention,
the connection to the brake-blocks and other parts of the apparatus being
omitted.
Fig. 4 is a part section at right angles to Fig. 2, of a regulating arrangement.
Fig. 5 is an end view, partly in transverse section and
Fig. 5 is a longitudinal section, of the apparatus for working the brake by
electricity.
Fig. 6 is a side view of one of the operating levers, and
Fig. 6 is a view at right angles to Fig. 6.
Fig. 7 is a section on the line R S of Fig. 3.
Fig. 8 is a transverse section on the line X X Figs. 1 and 2.
Fig. 9 is a side elevation, and Fig. 9A an end view of apparatus for obtaining
energy from an axle of the vehicle for operating the brake.
Fig. 10 shows the general arrangement of the whole of the apparatus on a
vehicle.
·
Figs. 11 and 12 are respectively a diagrammatic side view and plan of a train
showing the electrical connections for our improved brake apparatus.
Brake apparatus constructed according to our invention comprises two liquid
containing cylinders C and D situated side by side. The cylinder C is fitted with
a piston P designed to receive from an axle of the vehicle to which the apparatus
is applied, the energy necessary for the application of the brake. The cylinder D
is furnished either with a single piston, or, as shown, with two pistons P¹ P" for
transferring the energy imparted to the piston in cylinder C to the levers of the
brake blocks the transfer of energy from the one piston to the other being effected
through a liquid connection between the two cylinders. The intermediate
chamber E serves to connect the walls of the cylinders and also acts as a liquid
reservoir.
In connection with the piston P in the cylinder C there is provided a valve F.
packing G, and a piston-rod H adapted to be connected with a lever of the apparatus
for transferring energy from one of the axles of the vehicle to which the apparatus
is applied. The position of the piston P shown in Fig. 2 corresponds to the normal
or inoperative position of the brake blocks. When it is desired to keep any
individual brake apparatus out of action, a lever L is turned into the position
shown in Fig. 1 so that the head H' of the piston rod H will abut against a
projecting parti on the said lever.
At the end of the cylinder C opposite to that through which the rod H passes,
is an apparatus K which serves for operating the brake apparatus under the
action of an electric current. When an electric current passes continuously
through the electro-magnet J of this apparatus, the brake blocks are taken com-
pletely off. On the other band, an interruption in the passage of the current
immediately causes the application of the brake blocks. To again effect the
taking off of the brake blocks it is sufficient to re-establish the current. An
intermittent current or a series of intermittent currents will produce the moderate
pressure of the brake blocks until taking the brake off completely.
O (Fig. 2) is a passage that establishes communication between the cylinder C

page_text: and inlet and outlet valves for the liquid destined to actuate the pistons P¹
and P.
The brake-cylinder D is provided at each of its ends (which serve as guides to
the piston-rods) with means for automatically compensating for the wear of the
brake-blocks. For this purpose the rods of the pistons P1 and P are each
provided with a row of ratchet teeth p, Figs. 2 and 4, and on each rod is fitted a
loose plate M or M', the upper part of the aperture in which is bevelled or shaped
so as to fit into the teeth on the corresponding rod. A certain amount of play is
allowed to the plates M and M' so that they may have a vertical motion sufficient
to permit them to rise over the teeth of the piston-rods when these move outward.
The plates M and M' each accompanies the corresponding piston-rod through a
space determined by the distance between the sides a and a¹ of a recess in the
corresponding end of the cylinder D. Assuming that the maximum stroke of the
pistons P and P has been fixed beforehand at six centimetres, and that the pitch
of the teeth on the rods is one centimetre, that the distance between the sides a a¹
of the recess is about six centimetres and that the thickness of each plate M, M' is
about one centimetre, then the plates M and M' will each move back over one of
the teeth p when the pistons P1 and P have moved outward about six centimetres.
On the return or inward movement of the pistons, the vertical face of the teeth
over which the plates slipped, will bear against the said plates which will therefore
arrest the return of the pistons when they abut against the inner walls a of the
said recesses. The plates M and M will in this way be moved from time to
time along the piston-rods until the brake-blocks have been worn away to an
extent corresponding to the total stroke given to the pistons P¹ and P. The
parts are or may advantageously be so arranged that the initial effort transmitted
by the pistons P and P" will be multiplied by five by the levers connecting them
to the brake-blocks, and the brake-blocks may be maintained at a distance from the
wheels varying from ten to twelve millimetres.
The lever L pivoted to the extremity of the guide through which the rod H
works, serves to put the brake apparatus out of action in case the vehicle forms
part of a train not using the continuous brake, or when from any other cause it is
desired that the brake apparatus should not be used. This lever L is actuated
from a shaft I placed across the vehicle (Fig. 3) and carrying at each of its ends an
operating-lever L' (Figs. 6 and 64). A lever L" keyed on this shaft transmits
movement to the lever L and also to another lever L which is fixed on the said
shaft and bears against the spindle of a valve Fe for putting the brake-cylinder D
in communication with the reservoir E. According as the levers L' are in the
" on
or "off" positions (Figs. 6 and 10), the brake is in a state of action or of
inaction.
The operating-levers L' (Figs. 6, 6*) may be combined with a connection to the
guard's van in order to constitute a rapid and energetic hand-brake. In the
application of the brake to goods-stock, these levers may be so arranged that they
can be operated whilst the vehicle is in motion, by a person standing on the ground
so as to render the brake-apparatus available in shunting operations.
The apparatus K is fixed on the end of the cylinder Cand comprises a casing
formed with passages and provided with three valves F₁, F", and F and a
solenoid or electro-magnet J which receives current through the terminals b and b'.
This apparatus K serves to alternately open and close the communication between
the cylinder C and the reservoir E through the passages O', O2, and O³, and the
tube T. The piston to which the valve F' (Fig. 5) is attached, works in a
cylinder which is in communication at its upper part with a passage O and a
tube T which is in communication with the brake-cylinder D. The valve F
controls a passage which communicates on one side by a passage O³ (Fig. 2) with
the tube and cylinder D and on the other side by passages 0 and 0³
(Figs. 1, 2, and 5^) with the tube T and reservoir E.
The chamber O* (Figs. 2 and 7) communicates with the cylinder C through the
passage O. F' is a valve for controlling the admission of liquid into the cylinder C

page_text: from the reservoir E. F is an outlet valve for the liquid passing from cylinder C
to the pressure-regulator and to the brake-cylinder D by the passage 07. The
pressure-regulator comprises a valve F7 mounted in a piston F which is normally
maintained in the position shown in Fig. 7 by a helical spring V. The lower part
of the space in which the pressure-regulator is situated communicates with the
reservoir E. Under the influence of the pressure of the liquid passing from the
cylinder C, the piston F8 compresses the helical spring V until the pressure has
attained a predetermined amount, when the spindle of the valve F' comes against
the regulating-screw V¹, whereupon the said valve is raised from its seat in the
piston F and the excess of liquid supplied by the piston P returns to the
reservoir E through the said piston F³.
The passages O¹ and O2 and the passage O' leading to the brake-cylinder D are
more clearly shown in Fig. 8.
The apparatus for obtaining energy from an axle of the vehicle, comprises, as
shown in Figs. 9 and 94, two grooved conical cams or snails U and U', which
resemble a double conical helix or volute, keyed on the axle X the starting points
or ends of these cams or snails being at their outer ends. In front of the said
starting points or ends are suspended two rollers Y and Y. These rollers can
move longitudinally on their axle and are normally maintained in the position
shown in Fig. 94 by a helical spring U". The axle of the rollers is carried by
arms Y2 jointed to the framework of the vehicle, these arms carrying a cross
bar U3 which is connected by a rod U4, lever Us, and rod U with the rod H of
the piston P (Figs. 2 and 9). During the motion of the train, or when the brake
apparatus is out of action, the rollers Y and Y' occupy the position 1 indicated by
the full lines in Fig. 9. When the application of the brake is to take place, the
rollers are brought into the position 2 as hereinafter described. In the latter
position, one of the said rollers, according to the direction of rotation of the axle,
engages in the groove of one of the cams or snails U or U¹ and is moved by it into
the position 3. In following the helical cam groove from the position 2 to the
position 3, the roller engaged therein is moved along its axle, and compresses the
helical spring U. By the time the roller has arrived at the position 3, it will
have reached the end of the cam or snail by which it was operated, and the latter
will release the roller, which under the influence of the spring U", will resume its
initial position on its axle, and permits the said axle to return to the position of
rest 1. This operation of one of the rollers by the corresponding cam or snail
causes the arms Y2 to move to the left, this movement being transmitted by the
connections U, U, and U to the piston P for supplying energy to operate the
brake-blocks.
By reversing the relative position of the conical cams or snails, a single roller
might be employed adapted to engage in the middle and follow one or other of the
cam or snail grooves, according to the direction of rotation of the axle.
On the locomotive at S (Fig. 12), is a source of electricity. One of the poles
of this source of electricity communicates directly with one of the side conductors S¹
of the circuit which at the end of the train joins the other side conductor S³
which return to the key of the commutator r. When the circuit is closed all the
brakes are off; in order to apply them it is sufficient to open the circuit.
In case
of the breaking of a coupling, or of the manipulation of a commutator placed at the
disposal of the officials, or of the passengers, the circuit is opened, which produces
the automatic application of the brakes of all the vehicles. At the disposal of
the engine-driver is a pressure gauge m communicating with the brake-cylinder D
of the engine or of the tender. By closing the circuit one or more times that is to
say in an intermittent manner, after the brake blocks have been applied, the
engine-driver can allow a more or less large fraction of the liquid under pressure
contained in the brake-cylinders D to return to the reservoirs E and cause by this
means a variation in the intensity of the pressure of the brake-blocks on the wheels
of the vehicles.
Having thus described the construction of our brake-system, we will now

page_text: explain its operation. We will suppose that the reservoir E, the cylinder C, all
the passages, and the space between the pistons of the brake-cylinder D of a brake
apparatus for one vehicle have been completely filled with liquid. Any suitable
liquid may be employed such as oleonaphtha oil, petroleum and glycerine.
When the electric current is passing through the solenoids or electro-magnet J,
and the lever L'is placed in the position "on," the valve F carried by the piston P
will rest on its seat and close the communication between the cylinder C and
reservoir E through the passage O' and the tube T (Figs. 1, 2 and 5). By the
action of the electric current the valve F" secured to the armature or core A³ will
also bear against its seat and close the communication between the cylinder C and
the reservoir E through the passages 02, 03 and tube T (Figs. 1 and 5^). The
same movement that caused the valve F" to come against its seat will, by reason
of the connection between them, have caused the valve F to open, putting the
brake-cylinder D in communication with the reservoir E through passages 07,
tube T', passages 05, 06 and 0³, and tube T (Figs. 2, 5, 7 and 8). The piston P
being retained in the position shown in Fig. 2 by the closing of the passages for
permitting the escape of the liquid, will maintain the rollers Y and Y in the
position 1, indicated by full lines in Fig. 9; that is to say, the brake blocks will be
completely off.
If the electric current in the circuit, and consequently in the actuating electro-
magnet J, be interrupted, the following effects will be produced. The valve F"
will be forced by the spring F✶ to open and put the cylinder C in communication
with the reservoir E by the passages 02 03 and pipe T; and the valve F will be
closed and will cut off the communication between the cylinder D and the
reservoir E by passage 07, tube T¹, passages 0, 0, 03 and tube T. By the
action of its spring P*, the piston P, having now become free, will again begin to
move backwards, taking with it the rollers Y and Y as far as the position of
engagement 2 with one or other of the cams U, U. In its engaging-motion, the
piston Palready immersed in the liquid, will have drawn into the cylinder C by
the valve F and the passage O a corresponding quantity of liquid from the
reservoir E and will at the same time have forced an equal quantity of liquid out
of the cylinder C into the reservoir E by way of the passages 02 03 and tube T.
Once the engagement has been produced and the roller is being brought by the
cam U or U into the position 3, drawing with it the piston P, all the liquid in
front of this piston will be forced past the valve F into the space communicating
with the cylinder D, the pressure regulator, the tube T', the passage O, and the
passage O³. As soon as the least pressure begins to be produced in these spaces,
the valve F closes and closes the communication between the cylinder C and the
reservoir E by the passages 02, 0³ and tube T. Under the action of the liquid
driven forward by the piston P, the pistons of the brake-cylinder D move apart
and cause the brake-blocks to bear against the tyres of the wheels of the vehicle.
The increasing pressure of the liquid at the same time causes the piston F8 of the
pressure-regulator to descend until the rod of the valve F' abuts against the
regulating screw V₁, when the pressure will be relieved.
When the brake is applied and the rollers Y and Y¹ have arrived at the
position 3 the roller that was engaged will be automatically brought back to the
end of its axle by the spring Un, that is to say, it will be completely disengaged
from the cam U or U₁ as the case may be. While the roller is moving from the
position 2 to the position 3, the valve F, drawn along by the piston P, is being
withdrawn from the passage 01. By the action of its spring, the piston P can then
come back returning liquid to the reservoir until the valve F bears on its seat, that
is to say until the roller reaches the position 1.
In order to effect the taking off of the brakes, it is sufficient to re-establish the
passage of the current through the electro-magnet_J. By the action of the
current, the valve F will be closed whilst the valve F will be opened and so put
the brake-cylinder D in communication with the reservoir E. Upon the liquid
B

page_text: escaping from the brake-cylinder the springs p* will move back the pistons P
and P and the taking off of the brakes will be effected.
As the valve F¹ remains closed and thus prevents direct communication between
the passages 0 and 03 whilst there is the necessary pressure in the brake-
cylinder D, any desired quantity of the liquid taken in by the piston of the
pressure-regulator can be allowed to escape through the tube T¹, passages O³, 06, 0³
and tube T to the reservoir E, and by this means the pressure of the brake can be
regulated to any desired amount. This discharge of liquid is effected by causing
one or of several impulses of current to pass through the electro-magnet according
to the needs of the stoppage. The variations in the pressure on the pistons Pl
and P will be indicated by the pressure gauge m which will permit the engine-
driver to regulate the pressure to suit requirement.
When the brakes are completely taken off in consequence of the continuous
passage of the current through the apparatus, the valve F' opens under the action
of its spring; the opening of this valve has not any influence at this moment since
the valve F" is closed.
It has been already shown that the mere breaking of the circuit is sufficient to
produce the application of the brakes, it is evident then that in case of the breakage
of a coupling, the brakes will be automatically applied because the conductors
forming part of the circuit will be broken. Moreover, the brake being essentially
automatic in its action, a preliminary test of the train before its departure from a
station will be unnecessary.
When a vehicle is to travel without making use of the continuous brake, or when,
although it has to be used, its action is to be isolated or rendered independent of
the rest of the brakes in the train, it is sufficient to place the lever L' (Fig. 6) in
the position "off." In this position of the lever L, the lever L locks the rollers
in the position 1 and the lever L holds open the discharge valve F which allows
the liquid expelled by the piston P to pass back direct into the reservoir E through the
pipe T. At the moment of putting the lever L' into the position "off," one of
the rollers Y or Y might be in the position 2 and consequently in engagement
with a cam U or U₁ and thus prevent the putting of the brake out of action. In
order to prevent this inconvenience, the connection between the lever L" and the
lever L is made by means of a spring. If the head of the piston-rod H has passed
the projecting end i of the lever L, this lever abuts against the underside of the
said head, and the spring between the levers L and L', being capable of
compression does not prevent the opening of the discharge valve F. When after
having reached the position 3 the rollers Y and Y¹ and rod H return, the locking
of the said head will take place in an automatic manner. When, on the contrary,
it is desired to bring the lever L₁ back into the position "on," the rigid connection
between the two levers ensures the immediate disengagement of the lever L from
the head of the piston rod H.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed we declare that what we
claim is :-
1. In brake-apparatus for railway and other vehicles, the combination of two
cylinders C and D and a reservoir E, the cylinders being adapted to be placed in
communication with each other and with the said reservoir, the cylinder C being
fitted with a piston adapted to receive from an axle of the vehicle to which the
apparatus is attached, the energy necessary for the application of the brake blocks
and the cylinder D being fitted with a piston or pistons adapted to transmit the
energy transferred to it from the piston in cylinder C, to the levers of the brake-
blocks, substantially as herein before described.
2. In brake-apparatus for railway and other vehicles, the combination with the
cylinder C containing a piston P provided with a valve F and packing G, and
connected by a rod H with mechanism for taking energy from an axle of the

page_text: vehicle, of a lever L adapted to act as a stop for the head of the rod H, and means
for operating the said lever, substantially as and for the purposes hereinbefore
set forth.
3. In brake-apparatus for railway and other vehicles the combination with the
cylinders C and D with their pistons, connecting passage with valves, and the
reservoir E, of a valve carried by the piston of the cylinder C and controlling an
exit passage from the said cylinder, and a controlling-apparatus K provided with
valves F F and F adapted to control passages for placing the respective
cylinders in communication with the said reservoir and means such as a solenoid or
electro-magnet J with armature or core or a mechanical connection, for operating
the said valves in one direction in opposition to a spring or its equivalent that
automatically effects the return movement of the said valves substantially as herein
described for the purpose specified.
4. In brake-apparatus for railway and other vehicles, the brake-cylinder D
provided with pistons P1 and P" the rods of which are provided with series of
teeth p, and with movable plates M and M' adapted to engage in the said teeth
in one direction, substantially as and for the purposes herein before set forth.
5. In brake-apparatus of the kind specified in Claim 1, a lever L arranged to be
actuated by means of a shaft I on which are secured one or more operating
levers L', a lever L" connected with the lever L, and a lever L adapted to open
a valve F that controls one means of communication between the cylinder D
and the reservoir E, substantially as herein before described for the purpose
specified.
6. In brake-apparatus of the kind specified in Claim 1, a pressure-regulator which
communicates at its lower part with the reservoir E and which is furnished with a
piston F resting on a spring V arranged to be compressed by the liquid until the
pressure of the said liquid attains a predetermined value, when the spindle of a
valve mounted in the piston F8 bears against a regulating screw V₁ and opens
a communication with the said reservoir substantially as and for the purpose
hereinbefore set forth.
7. In brake-apparatus for railway and other vehicles, an energy transmitting
device comprising two conical grooved cams or snails U and U' fixed on a rotary
axle of a vehicle, and rollers Y and Y' or a single roller, adapted to engage with
one or other of the said cams or snails, according to the direction of rotation of the
axle, and transmit energy from the said axle through brake-apparatus to the brake
blocks, substantially as hereinbefore described.
8. The improved brake-apparatus for railway and other vehicles, constructed
arranged and operating substantially as hereinbefore described with reference to
and illustrated in Figs. 1 to 12 inclusive of the drawings.
Dated this 21st day of April 1894.
For the Applicants,
W. LLOYD
WISE,
46, Lincoln's Inn Fields, London, W.C., Chartered Patent Agent.