IMPROVEMENTS IN RAILWAY BRAKE APPARATUS, WHICH IMPROVEMENTS ARE PARTLY APPLICABLE TO OTHER PROVISIONAL SPECIFICATION
Year: 1875

page_text: LETTERS PATENT to John Y. Smith, of Pittsburgh, Pennsylvania,
United States of America, now of No. 8, Southampton Buildings,
London, Engineer, for the Invention of "IMPROVEMENTS IN RAILWAY
BRAKE APPARATUS, WHICH IMPROVEMENTS ARE PARTLY APPLICABLE TO OTHER
PROVISIONAL SPECIFICATION left by the said John Y. Smith at the
Office of the Commissioners of Patents, with his Petition, on the
6th September 1875.
I, JOHN Y. SMITH, of Pittsburgh, Pennsylvania, United States of
America, now of No. 8, Southampton Buildings, London, Engineer, do
hereby declare the nature of the said Invention for "IMPROVEMENTS IN
RAILWAY BRAKE APPARATUS, WHICH IMPROVEMENTS ARE PARTLY APPLICABLE TO
OTHER APPARATUS OR MACHINERY," to be as follows:-
My Invention relates to apparatus which is chiefly designed to
facilitate the working of the continuous vacuum brake which is described
in the Specifications of Letters Patent, bearing date the 23rd day of

page_text: January, A.D. 1873 (No. 279) the 28th day of August, A.D. 1874
· (No. 2950) and the 9th day of March, A.D. 1875 (No. 875).
The said Invention relates partly to a peculiar form of pump, and its
combination with an eccentric or crank on the axle of a carriage or
locomotive, or on an auxiliary axle or shaft or other part of the said
brake apparatus, or any other similar railway brake apparatus, or with
an eccentric, or, crank, or other suitably operating part of a crane,-or-
hoist, or other machine.or-apparatus. The peculiarity of this pump is
its construction of a flexible substance somewhat in the manner of the
vacuum cylinder or chamber employed in the said brake apparatus.
The advantages obtained by the use of this flexible pump or exhauster
for a continuous railway brake are very important. When ordinary
pumps are used their efficiency depends entirely upon the proper fitting
of their working parts, and the keeping of them free from rust and dirt;
therefore they are not only very costly in the first instance, but they
require continual care and observation to prevent undue wear and
friction, and the effects of rust or corrosion arising from exposure to the
weather and other influences. And if a carriage or van fitted with
brake apparatus partly consisting of such ordinary pump or exhauster is
disused for a few weeks or months as sometimes happens, it will be
necessary before again permitting it to run to carefully examine and
probably repair the said pumps, as if this precaution is neglected the
brake will probably be found inoperative. But with the aforesaid
flexible pump or exhauster these difficulties are entirely obviated. It
has no metallic surfaces fitted and working upon each other and liable
to rust and wear. The materials of which it is constructed are unaffected
by the weather or temperature, and require-no-care to prevent their
_oxidation, corrosion, or other destructive action; therefore railway loco-
motives, carriages, waggons, or vans fitted with these pumps in connection
with their brakes may be put aside when not wanted without any
special care or precaution, and if required in any sudden emergency
may be at once allowed to form part of a train fitted with such con-
tinuous brakes, the said pumps or exhausters being unimpaired by their
temporary inaction. Moreover the said pumps or exhausters when
constantly used are very durable, they occupy but little space, and are
not liable to failure.
The said flexible numns or exhausters are constructed with ends or

page_text: connected by a cylinder or body of leather, india-rubber, prepared cloth,
or thin steel, or other metal, or other suitable material.
In adapting this flexible exhauster to my brake apparatus, I secure one
of the heads or ends thereof to the frame or other suitable part of the
carriage or van, and connect the other end by a rod or link to an
eccentric or crank. I prefer to employ an excentric fixed on an
auxiliary shaft which is geared by friction wheels with one of the axles
of the said carriage or van. The said auxiliary shaft is supported in
bearings in the ends of arms which are toggle jointed or otherwise
adjustable, so that the said shaft can be set into or out of gear with the
axle as desired, and the toggle arms or other supports of the shaft
are combined with a lever and trigger, which is connected to cords or
chains extending to various parts of the train, so that the said pump or
exhauster may be controlled by the guard or engine driver, and if
desired by the passengers.
The said pump or exhauster is provided with inlet and outlet valves,
so connected with the pipes or tubes extending to the aforesaid vacuum,
cylinder, or chamber, that the action of the said pump will cause the
exhaustion and collapse of the said chamber.
In my continuous brake apparatus, these flexible pumps or exhausters
may be used as the only means for exhausting or collapsing the said
vacuum chambers; or they may be arranged to operate in combination
with the ejectors described in the said former Specifications, or other
exhausters.
The said pumps or exhausters may be also readily adapted for other
railway brakes, whose action is dependent upon the exhaustion of air
from a chamber forming part of or connected with the same. And it is
obvious that the said exhauster may be adapted to cranes and hoisting
apparatus, and other machinery, wherein the production of a vacuum is
necessary or desirable.
.
Another part of the said Invention relates to peculiarly formed levers
for operating or adjusting the brake shoes, and which are arranged in
combination with the vacuum cylinder or chamber of my continuous
brake, or may be adapted to other similar railway brakes.
In the working of my brake in some instances it has been desirable
to have the means for increasing the force exerted upon the brake shoes

page_text: by the aforesaid vacuum chambers, and this object has been difficult to
accomplish with the ordinary levers. I have therefore devised the said
peculiarly formed levers which I will now describe. The said levers
have to be arranged in an inclined position with regard to the wheels;
they have their fulcrums on the frame of the carriage or van outside
the wheels, and they extend therefrom in an upwardly inclined direction
to the centre of the said carriage or van.
If the said levers are made
straight in the usual manner they cannot conveniently cross or pass the
-plane-of-their-paths-of-movement, and therefore-the-power-exerted-upon-
the brake shoes is limited, as the effective, length of the levers cannot
be more than the distance between their fulcrums and the centre of the
carriage or van. To obviate this difficulty I curve the end of each lever
so that the ends of the two levers may lie across cach other and work
freely in that position. The part of the lever from the fulcrum to this
curved portion is made straight, and the brake shoe is connected thereto
in the ordinary manner.. The curvature of the two levers is exactly the
same, so that no particular care is necessary as to which side each lever
should be placed. The extremity of the curved part of each lever is
connected by a link to a central rod or bar extending to and connected
with the vacuum chamber or cylinder: The said curved ends of the
levers may be extended across each other to any desired length, so that
I obtain by this device the capability of applying any desired power
upon the brake shoes.
Another part of my said Invention relates to an improved construction
of the ejectors described in the said former Specifications.
According to my present Invention I construct the body of these
cjectors in one piece. At the bottom of the ejector I form a chamber
witli a shoulder, and I pass the nozzle up through an aperture in the end
of the chamber, the said nozzle having a collar which rests upon the said
shoulder. I keep the nozzle in place in the ejector by means of a
skeleton frame, which is screwed into the lower end of the said ejector.;
this frame has a cap which closes the end of the ejector, and it has a
ring or circular portion which projects up inside the nozzle and forms
the seat of the valve. The eduction pipe enters the ejector at one side
of the chamber in which this skeleton frame is fitted. I use on the
locomotive a simple form of valve for admitting air to the aforesaid
vacuum chambers or cylinders. This valve is fitted over an orifice in
the pipe between the vacuum chamber and ejector, and is opened and

page_text: closed by a lever hinged or jointed to the said pipe. I also provide the
pipes between the said vacuum chambers and ejectors with steam and
water traps to prevent the entrance of steam into the said vacuum
chambers.
In applying my brakes to six-wheel carriages or vans I employ a
peculiar arrangement of levers or rods in combination with the vacuum
chamber or cylinder to equalize the pressure of the brake upon all of
the wheels, that is to say, I extend from the movable head of the vacuum
chamber a rod which is connected to the aforesaid peculiarly formed
levers or other suitable levers for applying the brakes to one pair of
wheels. From the outer end of these levers rods are extended to links
supported in any suitable manner under the frame. The said rods are
connected to the centre or fulcrum of the said link, and the latter is free.
to oscillate thereon. To each of the two extremities of these links I
connect rods; those connected to one end extend to the brakes of the
second pair of wheels, and those connected to the other end of the said
link extend to the third pair of wheels. The employment of suspended
links to which the rods of all of the brake shoes are connected ensures a
practically perfect equalization of the pressure upon all of the wheels.
.
In the last of my said former Specifications I described an arrangement
of apparatus whereby the separation of the carriages or parts of a train
in motion will be immediately indicated by suitable signals to the
guard and engine driver.
According to one part of my present Invention I combine with this
apparatus signal arms or discs in the guard's van, which are so connected
with the aforesaid apparatus as to become visible if the air pipes at any
part throughout the train should be broken or uncoupled or disconnected
either through negligence in making up the train, or through any
accident which may afterwards occur.
Another part of my Invention relates to the construction of ventilators
for railway carriages with supports for cords or chains, whereby com-
munication is effected from the said carriages with the guard or driver.
The said ventilators are placed on the carriage roof; the supports arc
formed of wire with inclined sides to prevent the fouling of the cords
or chains; the said cords or chains pass through the said ventilators
and over and under pulleys thereon. A handle hangs down inside the
carriage, and a spring lock is so arranged in combination with the said
"

page_text: handle that when it has been pulled down by a passenger it cannot be
returned until released by the guard; signals are arranged in combination
with this lever to indicate the compartment in which the guard's
attendance is required.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by_the_said John Y.-Smith-in-the-Great Seal Patent Office
on the 6th March 1876.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN Y.
SMITH, of Pittsburgh, Pennsylvania, United States of America, now of
No. 8, Southampton Buildings, London, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Sixth day of September in the year
of our Lord One thousand eight hundred and seventy-five, in the
thirty-ninth year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, the said John Y. Smith, Her special
licence, that I, the said John Y. Smith, my executors, administrators,
and assigns, or such others as I, the said John Y. Smith, my executors,
administrators, and assigns, should at any time agree with, and no
others, from time to time and at all times thereafter during the term
therein expressed, should and lawfully might make, use, exercise, and
vend, within the United Kingdom of Great Britain and Ireland, the
Channel Islands, and Isle of Man, an Invention for "IMPROVEMENTS
IN RAILWAY Brake Apparatus, WHICH IMPROVEMENTS ARE PARTLY APPLICABLE TO
OTHER APPARATUS OR MACHINERY," upon the condition (amongst others).
that. I, the said John-Y-Smith; my executors or administrators, by
an instrument in writing 'under my, or their, or one of their hands
-and-seals,-should-particularly describe and ascertain the nature of the
-said-Invention, and in what manner the same was to be performed,
and cause the same to be filed in the Great Seal Patent Office within six
calendar months-next-and-immediately after the date of the said Letters

page_text: following statement, reference being had to the accompanying Drawings
forming a part of this Specification :-
•
.
My Invention relates to apparatus which is chiefly designed to
facilitate the working of the continuous vacuum brake, which is
described in the Specifications of former Letters Patent, bearing date
the 23rd day of January A.D. 1873 (No. 279), the 28th day of August
A.D. 1874 (No. 2950), and the 9th day of March A.D. 1875 (No. 875).
The said Invention relates partly to the employment of a peculiar
form of pump or exhauster in connection with my vacuum brake appa-
ratus. The peculiarity of this part of my Invention is the construction
of a pump with a flexible tube or sides somewhat in the manner of the
vacuum cylinder or chamber employed in the said brake apparatus, but
provided with suitable valves, and made of the proper strength and
capacity to operate as herein-after described.
The advantages obtained by the use of this flexible pump or exhauster
for a continuous railway brake are very important. When ordinary
pumps are used their efficiency depends entirely upon the proper fitting
of their working parts and the keeping of them free from rust and dirt.
Therefore they are not only very costly in the first instance but they
require continual care and observation to prevent undue wear and
friction and the effects of rust or corrosion arising from exposure to
the weather and other influences. And if a carriage or van fitted with
.brake apparatus comprising such ordinary pump or exhauster is disused
for a few weeks or months, as sometimes happens, it will be necessary
before again permitting it to run to carefully examine and probably
repair the said pumps, as, if this precaution is neglected the brake may
be found inoperative. But with the said flexible pump or exhauster
these difficulties are entirely obviated. It has no metallic surfaces
fitted and working upon each other and liable to rust and wear; the
materials of which it is constructed are unaffected by the weather or
temperature, and require no care to prevent their oxidation, corrosion;
or other destructive action. Therefore carriages, wagons, or vans fitted
with these pumps or exhausters in connection with their brakes may be
put aside when not wanted without any special care or precaution, and
if required in any sudden emergency may be at once allowed to form
part of a train fitted with such continuous brakes, the said pumps or
exhausters being unimpaired by their temporary inaction. Moreover
•

page_text: --
the said pumps or exhausters when constantly used are very durable;
they occupy but little space, and are not liable to fracture.
Another part of the said Invention relates to peculiarly formed levers
for operating or adjusting the brake shoes, and which are arranged in
combination with the vacuum cylinder or chamber of my continuous
brake, or may be adapted to other similar railway brakes.
In the working of my brake in some instances it has been desirablo
“to have the means for increasing the force exerted upon the brake shoes
by the aforesaid vacuum chambers, and this object has been difficult to
accomplish with the ordinary levers, I have therefore devised the said
peculiarly formed levers, which are herein-after described.
My, said Invention also relates to various minor improvements designed
to increase the efficiency and convenience of my brake apparatus, and
which are herein-after fully described, and are illustrated in the accom-
panying Drawings, in which,-
Figure 1 is a front elevation of a locomotive engine and tender fitted
with my improved apparatus; Figure 2 is a partial rear elevation of the
said locomotive.
Figure 3 is a side elevation of a railway carriage with my said
Invention applied thereto; Figure 4 is a plan of the frame or truck of
the said carriage.
Figure 5 shews a portion of the brake apparatus of the said carriage
detached.
Figure 6 is a side elevation partly in section of a portion of a guard's
-van-provided with various parts of my-said-Invention; as-herein-after
described; Figure 7 is a transverse section of the said van; Figure 8 is
-a-transverse-section-on the line-≈; x, Figure 6.
Figure 9 shews one of the pumps and other parts of the said apparatus
detached and drawn to an enlarged scale.
"Figures 10 and 11 shew, on an enlarged scale, portions of the
apparatus placed on the roof of the aforesaid van for the purpose herein-
after specified.
Figure 12 is a vertical section of an ejector forming part of my
improved apparatus.

page_text: Figure 13 is a side elevation of a carriage frame or truck, illustrating
the adaptation of parts of my said Invention to a six-wheeled carriage.
Like letters indicate the same parts throughout the Drawings.
The said flexible pumps or exhausters a are constructed with ends or
heads a, a, of metal or other suitable material, and these heads or ends
are connected by a tube or body a³, of leather, india-rubber, prepared
cloth, thin steel or other metal, or other suitable material.
In adapting this flexible pump or exhauster to my brake apparatus,
as shewn in Figure 6, I secure one of the heads or ends a¹ to the frame
or other suitable part of the carriage or van, and connect the other
end a by a rod or link to an excentric or crank c. I prefer to
employ an excentric fixed on an auxiliary shaft d, which is geared by
friction wheels e with one of the wheels of the said carriage or van.
The said auxiliary shaft is supported in bearings in the ends of arms f,
which are toggle jointed, as shown, or otherwise adjustable, so that the
said shaft can be set into or out of gear with the carriage wheel as
desired. And the toggle arms f, or other supports of the shaft, are
connected by a rod g with a lever or trigger g', which is connected to
cords or chains & extending to various parts of the train, so that the said
pump or exhauster may be controlled by the guard or engine driver,
and if desired by the passengers. The rod g is provided with a spring g³,
which tends to bend the toggle arms, and thereby keep the wheels e, e, out
of gear with the carriage wheels when the said lever is released, so that
the pump will then cease to operate. I wish it understood, however,
I do not limit myself to this particular apparatus for operating and
adjusting the pump, but may use any other that circumstances may
require or that will be convenient for my purpose.
'
The said pump or exhauster is provided with inlet valves a' and
outlet valves a³, so connected with the pipes or tubes i, extending to the
aforesaid vacuum cylinder or chamber j, that the action of the said
pump will cause the exhaustion and collapse of the said chamber.
In my continuous brake apparatus these flexible pumps or exhausters
may be used as the only means for exhausting or collapsing the said
vacuum chambers; or they may be arranged to operate in combination
with the ejectors described in the said former Specifications or with
other description of exhausters.

page_text: One or more of the said flexible pumps or exhausters may be attached
to each or any of the vehicles composing a train, or one or more of
them may be attached to the locomotive so as to operate upon all the
vacuum chambers throughout the train; and if desired the said flexible
pumps or exhausters can be worked by hand, or by connections with
any suitable working parts of the locomotive.
is obvious that the said exhauster may be adapted to cranes and hoisting
apparatus, and other machinery wherein the production of a vacuum is
necessary.
The aforesaid peculiarly formed levers are shewn in Figures 3, 4,
and 5. The levers / have to be arranged in an inclined position with
regard to the carriage wheels. They have their fulcrums ¹ attached to
the frame of the carriage or van, and they extend therefrom in an
upwardly inclined direction towards and if necessary beyond the centre
of the said carriage or van. If the said levers were made straight in the
usual manner their paths of motion would intercept, and they could not
cross or pass one another, and therefore with straight levers the power
exerted upon the brake shoes is limited by the distance between the side.
and centre of the frame, unless the position of the levers or the method
of attachment is made different upon the two sides of the carriage or
van, which is very undesirable. To obviate this difficulty I curve the
end of each lever k, as shewn in Figures 4 and 5, so that the ends
of the two levers may lie across each other and. work freely-in-that
position. The part of the lever from the fulcrum to this curved portion
_can_be_made_straight, and the brake shoe is..connected thereto in the
-ordinary-manner. The curvature of the two levers k can be made
exactly the same, so that they as well as all the other parts of inter-
changcable, and no particular care is necessary as to which side either.
-lever is placed. The extremity of the curved part ² of each lever is
connected by a link to a central rod or bar m, extending to and
connected with the vacuum chamber j. The said curved ends of the
levers may be extended beyond each other to any desired length, so that
I obtain by this method the capability of applying any necessary power
or "purchase upon the brake shoes Z.
"

page_text: It will be readily apparent that the curvature or form of the lovers
may be varied in order to meet any special requirements, while at
the same time the levers and all the parts can be made interchangeable.
In Figure 12 I have shewn a modified form of ejector. I construct
the body n of this ejector in one piece. At the bottom of the ejector
I form a chamber with a shoulder n³, and I pass the nozzle n³ up
through an aperture in the end of the chamber, the said nozzle having
a collar n³ which rests upon the said shoulder. I keep the nozzle n³
in place in the ejector by means of a skeleton frame n' which is screwed
into the lower end of the said ejector; this frame has a cap nº which
closes the end of the ejector, and it has a ring or circular portion that
projects up inside the nozzle and forms the seat of the valve nº. The
air eduction pipe 17 enters the ejector at one side of the chamber in
which this skeleton frame n* is fitted, and the steam inlet is shown
at n³.
I also use on the locomotive a simple form of valve o, shewn in.
Figure 1, for admitting air to the aforesaid vacuum chambers when
it is required to release the brake. This valve is fitted over an orifice
in. the pipe p between the vacuum chambers and ejector, and is opened
and closed by a lever o¹ hinged or jointed to the said pipe. I also
provide the pipes p between the said vacuum chambers and ejectors
with steam traps q and water traps to prevent the entrance of steam
into the said vacuum chambers.
In applying my brake to six-wheel carriages or vans I employ a
peculiar arrangement of levers or rods in combination with the vacuum
chamber or cylinder to equalize the pressure of the brake upon all'
of the wheels, that is to say, I extend from the movable head j¹ of the
vacuum chamber ja rod ♬ which is connected to the aforesaid.
peculiarly formed levers / or other suitable levers for applying the
brakes to one pair of wheels A¹. From the outer end of these levers
are extended to links j' supported in any suitable manner
under the frame of the carriage or van. The said rods are connected
to the centres or fulcrums j³ of the said links j*, and the latter are
To each of the two extremities of these
The rods jº connected to one end of the
of the second pair of wheels A³, and the
rods
•
free to oscillate thereon.
links I connect rods jo, j'.
links extend to the brakes
rods j extend from the other end of the said 'links to the third pair of
wheels As

page_text: The employment of suspended links to which the rods of all of the
brake shoes are connected ensures a practically perfect equalization of
the pressure upon all of the wheels.
In
my said former Specification, No. 875, I described an arrangement
of apparatus whereby the separation of the carriages or parts of a train 5
in motion would be immediately indicated by suitable signals to the
guard and engine driver. I also combine with this apparatus signal
arms or discs & in the guard's van, or upon any of the vehicles of which
a train is composed, which are so connected with the aforesaid apparatus
as to indicate to the guard or driver, or both, if the air pipes at any 1
part throughout the train should be broken, or uncoupled, or dis-
connected either through negligence in making up the train, or through
any accident which may afterwards occur.
In Figure 7 I have shewn the said arms pivoted at the sides of the
van, and connected with cords or chains &¹ which are passed over small 1
pulleys and extend to suitable points, where they are connected with
the vacuum chamber. While the air pipes remain intact the engine
driver or guard can at once ascertain by the application of the brake
to a small extent whether the apparatus is in working order.
"
Another part of my Invention relates to an improved method whereby 2
the communicating cords or chains for the same purposes as those
described in the Specification of the said Letters Patent, No. 875
(1875), are passed through ventilators placed on the roofs of the
carriages, whereby a free communication is secured between the pas-
sengers and the guard or driver. The supports t are formed of wire 2
and with inclined sides, as clearly shewn in Figure 11, to prevent
the fouling of the cords or chains thereon. The said ventilators are
placed on the carriage roof. The said cords or chains pass through
the said ventilators, and if necessary over or under the pulleys or
rings fitted to the sides of the ventilators. A handle u¹ hangs 30
down inside the carriage, as shown in Figures 3, 7, and 10, and a
spring lock is arranged at o in combination with the said handle u³, so
-that-when-it-has-been-pulled-down by a passenger it cannot be returned
until released by the guard. Signals u² are arranged in combination
with this handle to indicate the compartment in which the cord is 38
1.
nulled.
.

page_text: Having thus fully described my said Invention and improvements,.
and shown how the same may be conveniently and advantageously
carried into practise, I wish it understood that I claim,-
First. The combination in my vacuum brake apparatus of flexible
pumps or exhausters, constructed as herein-before described, with the
vacuum chamber, whereby the pressure is applied to the brakes.
Second. The improved formation and arrangement in my vacuum
brake apparatus of levers, as herein-before described.
Third. The improved method of arranging and connecting the cord
communication and accompanying indicators, as herein-before described.
In witness whereof, I, the said John Y. Smith, have hereunto
set my hand and seal, this Sixth day of March, in the year
of our Lord One thousand eight hundred and seventy-six.
Witness,
HENRY JA³. NOONE.
JOHN Y. SMITH. (L.s.)