IMPROVEMENTS IN BRAKES FOR RAILWAYS
Year: 1877

page_text: LETTERS PATENT to Adolfo Cozza, of Orvietto, in the Kingdom of Italy, but
now residing at Queens Street Place, in the City of London, for the Invention
of "IMPROVEMENTS IN BRAKES FOR RAILWAYS."
Sealed the 28th August 1877, and dated the 26th June 1877.
PROVISIONAL SPECIFICATION left by the said Adolfo Cozza at the Office
of the Commissioners of Patents on the 26th June 1877.
ADOLFO COZZA, of Orvietto, in the Kingdom of Italy, but now residing at
"IMPROVEMENTS IN BRAKES FOR
Queen Street Place, in the City of London.
RAILWAYS."
This Invention relates to improved apparatus to be applied to railway carriages
for the purpose of retarding and stopping the progress of the same by the aid of
hydraulic pressure. To this end I connect the several carriages composing a train with
the boiler of the engine by means of tubes, which are capable of accommodating them-
selves to the varying distances between the carriages. These tubes supply water at
the pressure of the boiler to the back of friction blocks, which are mounted in fixed
slides and are caused to bite the wheel axles of the several carriages simultaneously
when it is desired to stop the train. These tubes are also connected with a pump,
which can be worked by hand to set the brakes in action when the engine is
detached from the train, and also with a power accumulator, which it is intended to
employ on a sudden emergency, when the pressure of the water in the boiler is not
equal to the occasion, or would take too long to act.
The coupling tubes of the several carriages are so constructed that any two that
may be brought together will admit of being coupled up to make a good water-
tight joint. These tubes are pendent from a valve box made fast to the carriage
ends, and the valve boxes of each carriage are connected together by means of
tubes, which extend under the carriage body and communicate with water spaces
at the back of the brake blocks.
When therefore pressure is put upon the water in the tank above the diaphragm
the brake blocks will be caused to bear against the friction surfaces on the wheel

page_text: axles. These friction surfaces I prefer to make of sleeves of cast iron, with annular
V grooves on their periphery, and I connect them firmly by set screws or otherwise
to the wheel axles.
The brake blocks I also make with contact surfaces the counterpart of the
grooved sleeves,
The valves in the valve boxes are intended to act on the severance of the train
or of the tubes, or any breakage allowing an escape of water, and close the passage
to the coupling tube. For this purpose cach valve is suspended by a spring, which
will yield to the unbalanced pressure of the water, and allow the valve to drop on
to its seat and retain it in that position.
In a line with the valve stem is a pressure screw for regulating the height of the
open valve.
Connected to the lower end of the valve box is a flexible tube, the lower end of
which joins a rigid tube which is pendent from links that are pivotted to the valve
box. This rigid tube terminates at its lower ends in a hollow, flat-faced, hinged
joint, which will act as a cock and open a passage for the water when the carriages
are connected; and when they are disconnected will cut it off.
The coupling tubes of two adjacent carriages are held together by means of side
links, which are secured in position by the hinge-joint pins.
The water is supplied from the boiler to the system of tubes by a three-way
cock, which, when turned in one direction, will bring the tubes into communication
with the water in the boiler, thereby putting pressure upon the brakes; and when
turned in the other direction, will open communication with the tender, and thereby
take off the pressure from the brakes.
If thought desirable, the water supplied from the boiler to the system of tubes
may be first passed through a refrigerator in the tender to reduce its temperature.
In order to ensure the efficient action of the brakes when the duty required from
them necessitates the use of a greater pressure of water than is available from the
boiler, a power accumulator is provided. This accumulator may be described as
consisting of a closed cylinder provided with a floating piston, which is capable of
being raised by means of a screw shaft which is turned by suitable gearing actuated
by a winch handle. This screw shaft is made. hollow to receive a rod which passes
down through the bottom of the cylinder and receives a downward tendency from
a coiled spring which surrounds the rod, and is confined between a nut at the lower
end of the rod and a gland below the cylinder through which the rod passes. This
rod at its upper end carries projecting fins, which form shoulders that bear against
This
a correspondingly slotted nut that rests on the top of the hollow screw.
nut is furnished with a lever, for the purpose to be presently explained.
Through the piston a lateral passage is made to allow of the free flow of water
from one side of the piston to the other; this passage is closed by a collar on the
before-mentioned rod, which collar serves also, when brought into contact with a
shoulder on the piston, to lift the piston when an upward notion is given to the
rod. When the rod is raised by means of the winch handle and gearing, the collar
(which acts as a valve) will leave the water contained in the cylinder above the
piston free to flow through the piston and below it as the piston is lifted by the
further ascent of the rod.
The cylinder communicates at its lower end with the system of water tubes above
described.
When therefore the pressure in these tubes is required to be increased, it will
only be necessary, by means of the winch handle or by a belt frame or pulley on
one of the wheel axles and gearing, to force down the piston, and the pressure thus
imparted to the water below the piston will be transmitted as an additional pressure
to the brakes; if however a greatly increased brake power is required on a sudden
emergency, the nut before mentioned is turned, and the suspended rod is released,
which, coming with the full force of the compressed spring which surrounds it, will
force down the piston and cause it to drive the water that has accumulated below it
into the tubes, and thereby instantly enforce the brake power;

page_text: A further use of the accumulator is to act alone upon the brakes should the engine
by any accident become detached from the train.
In order to apply suddenly the whole available brake power, the system of tubes
is brought into communication with a cylinder which is fitted with a conical-ended
piston rod, the cone serving to close the inlet pipe. The piston of this rod fits the
cylinder and is held against one end thereof by a coiled spring, which serves to
keep the inlet pipe closed by holding the conical end of the piston rod to its seat in
the end of the inlet pipe.
When danger of collision is imminent, the engine driver, in putting an additional
pressure, will by this act cause the water to open the inlet pipe against the pressure
of the coiled spring, the water will flow to the front of the piston, and, forcing it
back, an appreciable end-way motion will be given to the piston rod. This rod is so
situate with regard to the nut that holds up the rod of the power accumulator that as
it moves outwards it will give the nut a slight axial motion, and allow the rod, and
consequently the piston of the accumulator, to fall with the force due to the spring
attached to the rod.
}
In case a portion of a train that is separated from the engine may require to
have the brake apparatus applied, the water tubes may be brought into communi-
cation with a force pump that is capable of being worked by hand power; the
pressure of water produced by the action of this pump will serve to put the brake
blocks into efficient action.
To prevent the brake blocks from firing, it is necessary to moisten then when
used with a spray of water; this is effected by means of jet pipes communicating
with a small receiver, which is supplied with water from the engine boiler.
A tube from the boiler enters a valve box which has three openings, the second
opening leading to the receiver, and the third to the jet pipes; the valve box is
divided up into three parts by two valves, the upper one, which is a flat valve, is
held down to its seats by a coiled spring, while the lower, which is a conical valve, is
held up by its seat in a similar manner.
The stem of the upper valve is fitted with a knob, by means of which the valve
is lifted, and water is thus admitted from the first to the second division of the
valve box, whence it passes to the receiver. This flat valve has a way through it
which is closed by a flexible diaphragm fitted on its under side.
]
The stem of the conical valve is fitted with a head which bears against the
flexible diaphragms, in order that as the diaphragms yields to the pressure of the
water it may force open the lower valve, and allow it to discharge water into the
jet pipes which communicate through the valve box with the receiver."
Immediately the brake power is taken off the lower valve will return to its seat
by the recoil of its pressure spring.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Adolfo Cozza in the Great Seal Patent Office on the 24th December
1877.
ADOLFO COZZA, of Orvietto, in the Kingdom of Italy, but now residing at
Queen Street Place, in the City of London. " IMPROVEMENTS IN BRAKES FOR
RAILWAYS."
This Invention relates to improved apparatus to be applied to railway carriages
for the purpose of retarding and stopping the progress of the same by the aid of
hydraulic pressure. To this end I connect the several carriages composing a train
with the boiler of an engine by means of tubes which are capable of accom-
modating themselves to the varying distances between the carriages. These tubes
supply water at the pressure of the boiler to the back of friction blocks, which are
mounted in fixed slides, and are caused to bite the wheel axles of the several
carriages simultaneously when it is desired to stop the train.
In the accompanying Drawing I have shown in several views the arrangement of
brake apparatus and also details of apparatus which I propose to use for supple-
menting the brake action derived from pressure in the boiler.
Fig. 1 shows in diagram an elevation of a passenger carriage and a guard's van
coupled up and fitted according to my Invention. In this Figure A is a rigid tube
fixed below the floor of the carriage and carried up to the back of the carriage,
where it connects with a valve box B, the construction of which is clearly shown
in the enlarged sectional view, Fig. 2. Pendent from this valve box B is a flexible
pipe C, which connects with a rigid tube D, attached also to the valve box by a
pair of links d. The lower end of the tube D is fitted with a hollow joint E,
which in one position forms an open passage for the water contained in the tubes,
and in another position closes the passage.
The brake van is similarly fitted with a rigid tube A¹, valve box B¹, a flexible
tube C¹, and the rigid continuation D¹, having a hollow joint E¹ at its termination.
The construction of these joints E and E' is such that they will make a water-
tight butt joint when they are brought together, and they are retained in close
contact by means of a pair of links d₁, the eyes of which take on to the pivot pins
of the joints.
Each carriage is similarly fitted with a tube A, valve box B, and coupling con-
nections, as shown at Fig. 1, and this line of tubing A is brought into connection
with the boiler of the engine, the communication being made or cut off by a three-
way cock, shown in side elevation and section at Figs. 3.
The tube A of cach carriage and the tube A¹ of the brake carriage are connected
by means of branch pipes a with flexible water chambers situate at the back of the
brake blocks which, embrace the carriage axles, and are caused to bite the same and
brake the train, when pressure is applied to the water in the flexible chambers by
turning the three-way cock before mentioned, and thereby causing the pressure in
the boiler to act upon the water contained in the system of brake tubes.
The system of brake tubes is also conveniently connected with a force pump
which can be worked by hand to set the brakes in action when the engine is
detached from the train.
An arrangement for this purpose is shown in sectional elevation at Fig. 4, where
A is the brake tube connecting with the pump, and A* is a water-supply pipe
leading from an adjacent cistern..
In order to provide for a sudden emergency, when the pressure of water in the
boiler is not equal to the occasion, or would take too long to act, I also provide a
power accumulator, of novel construction, which may be conveniently situate in the
guard's van, as shown at F, Fig. 1.
It will be understood that the coupling tubes of the several carriages are so
constructed that any two that may be brought together will admit of being coupled
up to make a good water-tight joint.

page_text: When the tubes are supplied with water from the boiler I may avail myself of
the heat of the water to warm the several compartments of the carriages. For this
purpose I fit in the floor of the carriages tanks T (see Fig. 1), which will then form
portions of the brake-tube system.
The friction surfaces against which the brake blocks act I prefer to make of
sleeves of cast iron, with annular V grooves on their periphery, as shown in the
detached view, Fig. 5, which represents one of these sleeves in partial section.
These friction sleeves I attach by set screws or otherwise to their respective wheel
axles.
The brake blocks I also make with contact surfaces, the counterpart of the
grooved sleeves, that they may grip.them firmly when brought into action.
Referring now to the sectional view of the valve box, Fig. 2, I will explain the
mode of fitting the valve which is intended to act on the severance of the train, or
of the tubes, or any breakage, allowing an escape of water and close the passage to
the coupling tube.
The valve bin the valve box B is carried by a vertical spindle, and is sustained
in an elevated position by a spring b', which will yield to the unbalanced pressure
of the water and allow the valve to drop into its seat, and thus close the vent for
the water.
The valve stem is screwed to receive a nut which is loose within the cap of the
valve box, and permits of the adjustment of the valve by turning the valve spindle,
a knob being fitted to its upper end for that purpose.
The coupling C, D, pendent from the valve box terminates at its lower end in the
hollow flat-faced hinged joint (shown detached at Figures 6, 7, and 8), which will
act as a cock and open a passage for the water when the carriages are connected,
and when they are disconnected will cut it off.
In these Figures the tube D is shown as terminating in a pair of cheeks, fitted
between which is a hollow cylindrical casting E, which carries on its periphery a
flat extension piece e, recessed on its face to receive an elastic packing. This cylin-
drical piece E fits into a segment-shaped socket E* inserted between the cheeks,
and it is held in contact therewith by a transverse pin e¹. Through the cylindrical
piece E and extension piece e an opening is made corresponding to an opening in
the socket E*, which allows of the water in the tube D flowing through the
joint.
By means of a piece of india-rubber packing placed at the back of the socket
piece E* close contact is maintained between it and the cylindrical piece E.
The cheeks between which the piece E* fits closely are cast with hollow bosses to
receive the coupling links d before mentioned; and it is through these bosses that
the transverse pin on which the piece E rocks passes. One of these bosses is made
eccentric to the axis of the pin, as shown at Fig. 6, for the purpose to be presently
explained.
It has been already stated that each carriage is similarly fitted with coupling tubes,
and that these coupling tubes are connected together by means of links d. One of
these links is permanently attached to that cheek of the joint which is provided
with the excentric hub. Supposing now two of these joints to be brought together,
and the free ends of the links to be placed respectively over the projecting ends of
the transverse pins of the joints to be coupled up, then by dropping the tubes D so
as to bring the excentrics into action, the links will be drawn by the excentrics in
opposite directions, and the faces e will thereby be drawn into close contact.
When uncoupling the carriages it will be only necessary to raise the ends of thic
tubes D, and then by a slight lateral movement the tubes will be detached from
each other.
The water having been supplied from the boiler or any other convenient source to
the system of coupled-up tubes, supposing it is required to apply the brakes, it is
only necessary for the driver of the train to bring into action the three-way cock,
shown at Figures 3. This cock, when turned in one direction, will bring the tubes
into communication with the water in the boiler, thereby putting pressure upon the

page_text: brakes, and when turned in the other direction will open communication with the
tender, or elsewhere, and thereby take off the pressure from the brakes.
If thought desirable, the water supplied from the boiler to the system of tubes
may be first passed through a refrigerator in the tender to reduce its temperature.
The construction of brake which I employ will be best understood by reference
to the partial sectional elevation, Fig. 9, in which F represents the friction sleeve
before mentioned, gripped by blocks G, G, which are fitted within a rectangular
case H, shown in plan view partly in section at Fig. 9. These blocks have between
them and the top and bottom of the case respectively water spaces I, I, in commu-
nication with the tubes A. These spaces I are conveniently formed into flexible
chambers by means of sheets of rubber laid together and secured at their edges in
the case H. The blocks G are fitted in place so as to allow of their receiving a
slight sliding motion under the pressure applied to them by the water in the
chambers I, I, and thereby gripping the V grooved sleeve F. When however the
pressure is taken off the blocks they will offer little or no obstruction to the free
rotation of the sleeve F affixed to the axle of the travelling wheels.
I will now describe the power accumulator used to ensure the efficient action of
the brakes, when the duty required from them necessitates the use of a greater
pressure of water than is available from the boiler. This accumulator is shown in
elevation (partly in section) at Fig. 10. It consists of a closed cylinder K provided
with a floating piston L, which is capable of being raised by means of a central
screw shaft M screwed in the hub of a bevil wheel M¹, and pendent therefrom.
This wheel M¹ bears upon the top of the cylinder K, and it is turned by a pinion
M² mounted on a horizontal spindle, to which a winch handle M³ is fitted.
The screw shaft M is made hollow to receive a rod N, which passes down through
the bottom of the cylinder, and receives a downward tendency from a coiled spring
O which surrounds the rod, and is confined between a nut at the lower end of the
rod and a gland below the cylinder K, through which the rod passes. This rod at
its upper end carries projecting fins n (see plan view, Fig. 10a), which form
shoulders that bear against a correspondingly slotted nut n¹ that rests on the top of
the hollow screw M. This nut is furnished with a lever for the purpose to be
presently explained.
Through the piston a lateral passage is made to allow of the free flow of water
from one side of the piston to the other. This passage is closed by a collar m² on
the rod N, which collar serves also, when brought into contact with a shoulder on
the piston, to lift the piston, when an upward motion is given to the rod. When
the rod is raised by means of the winch handle and gearing, the collar 2 (which
acts as a valve) will leave the water contained in the cylinder K above the piston
free to flow through the piston L and below it, as the piston is lifted by the further
ascent of the rod.
The cylinder K communicates at its lower end, as at A, with the system of water
tubes above described. When therefore the pressure in these tubes is required to
be increased, it will only be necessary for the guard, by means of the winch handle
M³, to force down the piston, and the pressure thus imparted to the water below the
piston will be transmitted as an additional pressure to the brakes.
The starting of this power of accumulation may however, if required, be effected
automatically by a belt from a pulley on one of the wheel axles.
If however a greatly increased brake power is required on a sudden emergency,
this may be obtained by turning the nut n', the fins n dropping into the slots in
the nut n¹, and the suspended rod N will then be released, which, coming with the
full force of the compressed spring O which surrounds it, will force down the piston
and cause it to drive the water that has accumulated below it into the tubes, and
thereby instantly reinforce the brake power.
A further use of the power accumulator is to act alone upon the brakes should
the engine by any accident become detached from the train.
In order to apply suddenly the whole available brake power, the system of brake
tubes is brought into communication with a cylinder which is fitted with a conical

page_text: endedpiston rod (see Figures 11). In these views P is the cylinder; Q, the conical-
ended piston rod; and R, the inlet pipe; the conical end of the piston rod serving to
close the inlet pipe. The piston of this rod fits the cylinder, and is held against
one end thereof by a coiled spring S, which serves to keep the inlet pipe closed
by holding the conical end of the piston rod to its seat in the end of the inlet
pipe.
When danger of collision is imminent, the engine driver in putting on an addi-
tional pressure will, by this act, cause the water to open the inlet pipe against the
pressure of the coiled spring; the water will flow to the front of the piston, and
forcing it back, an appreciable endway motion will be given to the piston rod.
This rod is so situated with regard to the nut that holds up the rod N of the power
accumulator that as it moves outwards it will give the nut a slight axial motion
and allow the rod, and consequently the piston of the accumulator, to fall with the
force due to the spring O attached to the rod.
To prevent the brake blocks from firing it is necessary to moisten them when
used with a spray of water; this is effected by means of jet pipes communicating
with a small receiver, which is supplied with water from the engine boiler, a tube
from the boiler enters the valve box shown in vertical section at Fig. 12. This
valve box has three openings 1, 2, 3; the opening 1 communicates with the boiler,
the opening 2 with the receiver, and the opening 3 with the jet pipes; the valve
box is divided up into three parts by two valves, the upper one 4,, which is a flat
valve, is held down to its seat by a coiled spring 5, while the lower valve 6, which
is a conical valve, is held up to its seat by a coiled spring 7.
The stem of the upper valve 4 is fitted with a knob, by means of which the
valve is lifted, and water is thus admitted from the first to the second division of
the valve box, whence it passes to the receiver. This flat valve has a way through
it which is closed by a flexible diaphragm fitted on the under side of the valve.
The stem of the conical valve is fitted with a head which bears against the
flexible diaphragm in order that as the diaphragm yields to the pressure of the
water it may force open the lower valve, and allow it to discharge water into the
jet pipes which communicate through the valve box with the receiver.
Immediately the brake power is taken off, the lower valve will return to its seat
by the recoil of its pressure spring.
Having now set forth the nature of my Invention of "Improvements in Brakes
for Railways," and having explained the manner of carrying the same into effect,
I wish it to be understood that under the above in part recited Letters Patent I
claim,―
First. The arrangement above described for obtaining a gripping action on the
carriage-wheel axles for the purpose of retarding and stopping the progress of a
train.
Second. The means described for connecting the tubes A together, and ensuring
the closing of the system of brake tubes at the end of the train.
Third. The construction of power accumulator above described for reinforcing
the brake power derived from the engine, or otherwise, and for acting, when
required, independently of such power, as set forth.
In witness whereof, I, the said Adolfo Cozza, have hereunto set my hand and
seal, the Twenty-fourth day of December, in the year of our Lord One
thousand eight hundred and seventy-seven.
ADOLFO COZZA. (L.S.)