BREAK APPARATUS
Year: 1881

page_text: LETTERS PATENT to John Batey, of Cottage Grove, Bedford Road, Stockwell,
in the County of Surrey, for an Invention of
BREAK APPARATUS."
"
IMPROVEMENTS IN RAILWAY
PROVISIONAL SPECIFICATION left by the said John Batey at the Office
of the Commissioners of Patents on the 5th January 1881.
JOHN BATEY, of Cottage Grove, Bedford Road, Stockwell, in the County of
Surrey. "IMPROVEMENTS IN RAILWAY BREAK APPARATUS.".
+
This Invention relates to railway break apparatus of that class in which each brake
carriage has upon it a small reservoir to contain air under pressure for the purpose
of applying the brakes on that carriage, and in which a pipe extending throughout
the whole length of the train is connected to each auxiliary reservoir, and affords
direct communication between such reservoirs and a pump placed on the loco-
motive engine, and in which the breaks are applied by lowering the pressure in
this pipe.
The object of this Invention is to give a simple, economical, and effective means
for applying the breaks in this manner with the least liability to get out of order.
For this purpose a pump is placed on the locomotive; connected to it is a main
tank, into which the compressed air is forced; between this tank and the pipe,
extending, throughout the train, there is placed an ordinary through-way cock,
having part of one of its sides cut away, equal in area to the pipe. When this
cock is in one position the compressed air in the main reservoir is put into
communication with the main pipe, and the auxiliary reservoirs so become charged
with an equal pressure.
When the cock is turned round into another position the communication between
the main tank and main pipe is closed, and a communication is opened to the outer
air at once, the pressure is reduced, and the brakes are applied.
When the cock is turned back to its first position the pressure is restored in the
main pipe, and the breaks are brought off. Any other cock or valve possessing
the same functions may be applied to the communicating pipe.
↑

page_text: An ordinary single way cock with open bottom fixed in the main pipe on each
guard's van places the application of the breaks under the control of each guard for
stopping the train on an emergency.
"
The apparatus for applying the break blocks to the wheels consists of a cylinder
'without covers or glands," into which are fitted two trunk pistons.
The pistons are made to work tightly against pressure by being packed with a
U shaped leather ring.
When air under pressure is admitted to the cylinder the pressure forces the
leather ring tightly against the inside circumference of the cylinder, whilst, when
the air is allowed to escape from the cylinder, there is but little friction between
the cylinder and ring, and the pistons are moved back very readily by a spring
or weight; to each piston is attached an ordinary connecting rod, the other end
being connected to the break lever; the ends of the rods are secured by pins
passing through the joints or their equivalents.
The cylinder and auxiliary reservoir are one casting, "or they may be joined
together by flanges."
A direct communication is made between the main pipe, auxiliary reservoir, and
break cylinder; the passage between the main pipe and auxiliary reservoir and
between the auxiliary reservoir and break cylinder are of different areas, the
smaller area being next the break cylinder.
In the opening communicating between the pipe, reservoir, and cylinder is a
valve which has to perform six distinct functions; the valve is of a differential
character, one area being much greater than the other; the larger area is to close
the inlet from the main pipe to the auxiliary reservoir, the smaller area to close
the inlet from the auxiliary reservoir to the break cylinder.
The action of the valve is as follows:-When the pressure is on from the main
reservoir the larger area of the valve is exposed to the pressure and is forced off its
seat, thus allowing communication between the main pipe and auxiliary reservoir;
at the same time the smaller area of the valve is forced against its seat, thus
cutting off the communication between the auxiliary reservoir and break cylinder.
At the same time a communication is opened between the break cylinder and the
open air.
This is done by the movement of a short cylinder fitting within the smaller
passage. This cylinder is open at both ends, and is secured to the end of the
smaller valve by a short stem or wings extending from it. When the small valve
is away from its seat the short cylinder covers over a port in the side of the
smaller passage. When the small valve is moved up to its seat the short cylinder
moves away from over the port, and air can then pass from the cylinder through
the port, and escape to the open air; the springs or weights then take off the
breaks. When the pressure in the main pipe is reduced "somewhat" the superior
pressure in the auxiliary cylinder acts upon the larger area as against the smaller
forcing the large area on to its seat, at the same time drawing away the smaller
area from its seat, and closing the opening to the outer air; the break pistons are
thus brought into immediate communication with the pressure in the auxiliary
reservoir, and the breaks are applied.
By proportioning the parts of the apparatus the pressure "when the breaks are
applied" becomes nearly equal in the main pipe and on the pistons, so that a
moderate reduction or increase of pressure effects the power applied, whilst a rapid
exhaustion of the pressure puts on the breaks with rapidity and full force. Whilst
moving the vehicles by hand, or.shunting, or when part of a train has broken away
the breaks may be taken off, and the reservoirs emptied by a small cock or valve
placed on either break cylinder, or reservoir, or by a screw placed in the end of the
connection for the main pipes, being set up against the end of the valve by means
of a small hand wheel placed for that purpose.
is formed as follows:-On one stem there are
being considerably larger than the other, and
The valve piece above mentioned
two valves of different areas, one
placed some little distance apart;
.. 1

page_text: these valves are formed in the same way as an ordinary mitre valve. The two
valves are between two seatings which face one another. Beyond the outer end
of the larger valve is a cylindrical stem a little smaller in diameter than the bore
in which it moves; there are feathers or projections on the outside circumference of
the cylindrical projection to act as guides. By this means the inlet area of the
valve is smaller than the area of the main pipe, whilst the area exposed to pressure
is great. Beyond the outer end of the smaller valve are four wings; on the ends
of these four wings is a small hollow cylinder turned on the outside to fit the
smaller bore next the break cylinder; this hollow cylinder serves to open and shut
the opening leading to the outer air, as before explained.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said John Batey in the Great Seal Patent Office on the 5th July
1881.
JOHN BATEY, of Cottage Grove, Bedford Road, Stockwell, in the County of
Surrey. "IMPROVEMENTS IN RAILWAY BREAK APPARATUS."
This Invention relates to railway break apparatus of that class in which each
break carriage has upon it a small reservoir to contain air, or it might be other
fluid under pressure for the purpose of applying the brakes on that carriage and in
which a pipe extending throughout the whole length of the train is connected to
each auxiliary reservoir and affords direct communication between such reservoirs
and a pump placed on the locomotive engine, and in which the breaks are applied
by lowering the pressure in this pipe.
The object of this Invention is to give a simple economical and effective means
for applying the breaks in this manner with the least liability to get out of
order.
For supplying air under pressure to the pipe which extends throughout the
whole length of the train I employ by preference a pump placed on the locomotive;
connected to it is a main tank into which the compressed air is forced. Between
this tank and the pipe extending throughout the train there is placed an ordinary
through way cock, having part of one of its sides cut away equal in area to the
pipe. When this cock is in one position the compressed air in the main reservoir
is put into communication with the main pipe and the auxiliary reservoirs so
become charged with an equal pressure.
When the cock is turned round into another position the communication between
the main tank and main pipe is closed and a communication is opened to the outer
air at once, the pressure is reduced, and the brakes are applied.
When the cock is turned back to its first. position the pressure is restored in the
main pipe and the breaks are brought off. Any other cock or valve possessing the
same functions may be applied to the communicating pipe.
An ordinary single way cock with open bottom fixed in the main pipe on each
guard's van places the application of the brakes under the control of each guard
for stopping the train on an emergency.
This forms a simple and ready way of supplying air under pressure to the main
pipe which extends throughout the train and of at any time quickly reducing the
pressure in this pipe, but any other suitable arrangement of apparatus may be used
for the purpose, and I do not desire to make any claim thereto.
The apparatus for applying the break blocks to the wheels I arrange in the
manner hereinafter described and as is illustrated in the Drawings hereunto
annexed.
Figure 1 is an end view, Figure 2 a plan view, and Figure 3 a side view of the
apparatus. Figure 4 is a transverse section and Figure 5 a longitudinal section of
the same. A portion of this longitudinal section with the valve is shewn on a
larger scale at Figure 6. A view of the smaller end of the valve is shewn at
Figure 7 and of the larger end at Figure 8.
The apparatus consists of a cylinder A, in which are fitted two trunk pistons B,
When air under
each packed with a ring of leather C of U form in section.
pressure is admitted to the cylinder in between the pistons the pistons are forced
apart, the cup leathers C expanding and forming a tight joint, but when air is
allowed to escape from the cylinder there is but little friction between these
leathers and the cylinder, and the pistons are easily moved back by a weight or
spring.

page_text: The casting of which the cylinder A forms part is secured below the bottom of
the carriage, the break blocks are held suspended by rods in the usual manner and
are ordinarily held away from the wheels by springs or counterbalance weights.
Each piston is connected by pins E with an ordinary connecting rod D to one of
the arms or rods carrying the break blocks, so that when air under pressure is
admitted to the centre of the cylinder the breaks are applied, but when air is
allowed to escape from the centre of the cylinder the breaks are taken off.
The cylinder A is cast in one piece with a small air reservoir F, which I call an
auxiliary reservoir, or the cylinder and reservoir might be formed separately and
joined together by flanges. G is part of the main pipe, which is continued from
end to end of the train; the pipe opens into a passage K, which leads into the
reservoir F. Opposite to the passage K is a passage H of smaller area leading
from the reservoir F to the cylinder A. J, J", are two valves of different areas
on one stem J (see Figure 6). The larger valve J¹ shuts against a valve seat Lat
the end of the passage K; the smaller valve J" shuts against a valve seat Mat
the end of the passage H. The valves are at a less distance apart from one another
than the valve seats, so that if one valve is shut the other must be open; R is a
hollow stem beyond the outer end of the larger valve J¹; it fits loosely within the
end of the passage K so that it may move freely up and down therein. In the
outer circumference of the stem R are four shallow tapering recesses leading from
the extremity of the stem to about midway of its length, so that when the valve J'
is away from its seat these taper_recesses permit of the passage of air from the
main pipe G to the reservoir F, the area of the passage being very small as
compared with the area of the pipe G. Beyond the end of the smaller valve J" is
a hollow cylinder N fitting the interior of the passage H. Four large openings O
are cut through the cylinder, leaving the outer end of the cylinder connected to the
portion next to the valve by four small stems or wings.
P is an opening in the side of the passage H communicating with the open air,
as shewn at Figure 4.
The action of the apparatus is as follows:-
When air under pressure is admitted to the main pipe G the larger valve J' is
by the pressure moved away from its seat and allows air under pressure to pass
from the main pipe G to the auxiliary reservoir F.
At the same time the smaller valve J¹¹ is held against its seat, and closes the
communication between the auxiliary reservoir and the, break cylinder; the break
cylinder is also put into communication with the open air, as the openings O in the
hollow cylinder N are then in front of the port P, which leads to the open air.
When the parts are in this position the break blocks are held away from the wheels
by springs or counter balance weights, as before explained. If any small reduction
of the pressure of air in the main pipe G is made. quickly by opening a tap, as
herein before explained, the superior pressure in the auxiliary reservoir F closes
the valve J¹, and consequently opens the valve J" at the same time the cylinder N
closes the port P, which leads to the open air.
Air under pressure than passes from the auxiliary reservoir F into the cylinder A
and acting against the pistons B forces them away from one another and applies
the breaks.
By proportioning the parts of the apparatus the pressure when the breaks are
applied becomes nearly equal in the main pipe and on the pistons, so that a
moderate reduction or increase of pressure effects the power applied, whilst a rapid
exhaustion of the pressure puts on the breaks with rapidity and full force. When
air under pressure is again admitted to the main pipe G, the larger valve J¹ is
opened and the smaller valve J" closed as before explained. Air then is free to
escape from the break cylinder and the breaks are drawn away from the wheels by
the springs or counterbalance weights before mentioned, the auxiliary reservoirs F
also again fill with air under pressure..
In the event of a part of the train breaking away and a rupture of the main

page_text: .
pipe G from that or from any other cause, the pressure, in the main pipe G. is
immediately destroyed and the breakes become instantaneously self-acting.
Whilst moving the vehicles by hand when. they are being shunted, or if part
of a train has broken away, the auxiliary reservoirs may be emptied by opening a
small cock or valve either on the break; cylinder or on the reservoir, and the breaks
may, so be taken off, or by turning a hand wheel. W, a screw S may be set. up
against the valve J¹ so as to hold this valve open and close the valve, J, and the
breaks be thereby taken off.. At Figure 9 I have shewn how that a tap might be
placed between the main pipe G and the auxiliary reservoirs F, so that the break
apparatus on any particular carriage may be cut off from communication with the
main pipe F and so put out of action..
The above described arrangement of valve apparatus is applicable not only for
controlling the admission and escape of compressed air to and from the cylinder, A
of the break: apparatus, but is, also applicable when water or other liquid under
pressure is used in place of, air under pressure for working the breaks, the only
change; required in the apparatus is then that each reservoir F should have, in
connection with it a small "accumulator" which may; be formed of, a piston
working fluid tight in a cylinder and pressed forwards towards the reservoir F by
a strong spring.'
.
With slight modification also the valve apparatus can be used when the breaks
are to be worked by a vacuum. In this case the only change required in the
apparatus. is that the mitre faces of the two valves J1, J1, should be towards
one another.. The valve faces at the, ends of the passages H and K being
correspondingly altered. The hollow stem R should also be placed on the inner in
place of on the outer face of the valve J'. The pistons B would also have to be at
the ends of the cylinder instead of at the middle of the cylinder when the breaks
were off. Also they would be connected to a diaphragm secured by, a ring bolted
on to each end of the cylinder, having, loose folds between the cylinder, ends and
each piston, the pistons being connected to the diaphragms by a flat ring bolted to
the body of each piston.
"J
Having thus described the nature of my Invention, and the manner of performing
the same, I would have it understood that I claim, -The combination of railway
break apparatus, substantially as herein before described.
In witness whereof, I, the said John Batey, have hereunto set my hand and
seal, this Twenty fifth day of June, in the year of our Lord, One thousand
eight hundred and eighty one.
JOHN BATEY. (L.S.)