IMPROVEMENTS IN AND PERTAINING TO BRAKE APPARATUS
Year: 1885

page_text: I, RICHARD HERBERT LAPAGE, of 13ª Great George Street, Westminster, in the
County of Middlesex, Civil Engineer, do hereby declare the nature of said
invention for "IMPROVEMENTS IN AND PERTAINING TO BRAKE APPARATUS " to be as
follows:-
This invention has for objects to render brakes applied to railway vehicles or
otherwise efficient in operation notwithstanding frost, also to provide for simul-
taneous action of such brakes and for automatic application of the brakes in the
event of coupled vehicles becoming detached.
For these purposes pressure generated in the boiler or boilers of the locomotive
or locomotives used to draw the vehicle or vehicles to which the brakes are applied'
(or in a separate boiler or boilers attached to the train or both) is applied through
liquid to actuate the brakes..
The operating liquid is water contained in a pipe or pipes extending the length
of the train and provided with flexible connections and suitable couplings between
the vehicles. The fluid pressure is caused to act differentially upon pistons or rams
working in cylinders that are carried. by each vehicle and the liquid acts upon a'
piston or plunger or pistons or plungers in an accumulator or accumulators which is
or are in open communication with one end of each of the cylinders.
The communication between the other end of each cylinder and the accumulator
or accumulators and the main pipe or pipes is controlled by a valve that is normally
open. The arrangement is such that when the liquid in the main pipe (or pipes) is'
subject to the boiler pressure the differential pistons or plungers are caused to act
through suitable connections upon and take off the brakes from the wheels of the
vehicles, whilst if such pressure be removed for instance by exhausting a portion of
the liquid from the main pipe or pipes the valve or valves controlling the
communication with one end of each cylinder will be closed and the differential
pistons or plungers will by the action of the accumulator or accumulators be caused
to apply the brakes. By these means the brakes can be actuated simultaneously
throughout a train, whilst should one or more vehicles become detached either
accidentally or otherwise, the pressure in the main pipe being thereby reduced the
brakes will be applied automatically. To increase the pressure in the main pipes
an "intensifier or "intensifiers" may be employed which is or are worked by the
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page_text: fluid pressure of the locomotive or by the combined action of steam and water in
two or more cylinders.
By employing water under pressure direct from a boiler and protecting the pipes
and cylinders in which it is contained by non-conducting material the liability of
the water to freeze is obviated. Where necessary additional heating apparatus
may be applied in connection with the train pipe to prevent freezing. The
couplings employed for connecting the main pipe or pipes of one vehicle with those
of another are such that the acts of coupling and uncoupling respectively open and
close the passage for liquid.
According to a convenient arrangement of apparatus according to this invention,
to a part of the locomotive boiler below the water level, is attached a pipe which
I will call the main pressure pipe. It is continued to the end of the train, the
connections between the vehicles being made by means of flexible pipes and
couplings, hereinafter to be described, and the pipe being closed at the end of
the train.
The flow of water into the pipe from the boiler is regulated by a suitable cock
or valve and a cock is also provided for the reduction of pressure from this pipe by
allowing a portion of the liquid to escape into the tender, or tank of the engine or
other place.
On each vehicle is placed a cylinder or cylinders (one may be larger than the
other) with suitable drain-cocks, each cylinder having a piston, or ram, working in
it from one side of which a piston rod projects through a stuffing box in the
cylinder cover; to the end of each rod, pull or push rods are attached for actuating
the brakes.
These pistons, or rams, have each an effective area larger on one side than the
other to the extent of the sectional area of the piston-rods connected thereto : On
liquid pressure being admitted, simultaneously, to both sides of each piston or ram,
the pressure acting upon the larger areas, will overcome and control the pressure
acting on the opposite and smaller areas of the pistons and the movement, arising
from this differential area is employed in assisting to keep the brake blocks off the
wheels throughout the train.
The smaller areas of these pistons, or rams, on each vehicle, are placed in direct
and constant communication with the fluid pressure which also acts upon the ram
of an accumulator fixed on the same vehicle and loaded to the required pressure by
any convenient means such as by a dead weight or a spring the pressure of which
is such that it can be lifted or moved by the lowest pressure at which the
locomotive boiler is liable to be worked. The accumulator is in connection with
the main pressure pipe from which water is admitted through a valve, such as will
prevent the water pressure escaping from the apparatus when the liquid is allowed
to escape from the main pipe into the tender.
The pressure or energy stored up as described in the separate accumulators and
acting upon the smaller areas of the pistons or rams, is employed for putting on
the brakes when desired and for automatically applying the brakes on any vehicle
or portion of the train which may become detached either accidentally or
designedly; as for instance when slipping a carriage while the train is in motion,
the brakes operating immediately the liquid is partly exhausted from the main
pipe and the pressure against the larger areas of the pistons or rams is thereby
reduced.
"
In cases where it is desired to employ a higher pressure than that within the
locomotive boiler pressure for working the brakes an "intensifier" or "intensifiers
may be provided acting upon the main pipe for increasing and intensifying the
pressure of water obtained from the boiler, and for forcing it along the main pipe
to the cylinders as above described, the rams of the accumulators in this case being
properly loaded to suit the increased pressure.
The "intensifier" (or "intensifiers") comprises two loaded plungers or rams of
unequal diameters operated from the boiler by fluid pressure. Suitable cocks or

page_text: valves are employed for controlling the communications between the boiler and the
intensifier and main pressure pipe.
The couplings, of which there may be two to each end of a vehicle, are formed
with socket and spigot ends provided with cup leathers or other suitable packing.
Cocks or valves are provided to control the passage through the ends of the flexible
connecting pipes and each cock has secured thereto a coupling hook, rod, bar, or
lever which when the connection is made opens direct communication through the
connecting pipes whilst when the connection is broken the communication is closed.
The coupling rods bars or levers are arranged to pull out should one vehicle be
detached from another accidentally thus obviating breakage of the couplings.
To prevent the heated liquid in the train pipe damaging the flexible connections
between the vehicles the temperature may be reduced if necessary by passing the
the pipe through a coil placed in a water tank, as for instance in the tender.

page_text: I RICHARD HERBERT LAPAGE, of 13ª Great George Street, Westminster, in the
County of Middlesex, Civil Engineer, do hereby declare the nature of this
invention to be as follows:-
This invention has for objects to render brakes applied to railway vehicles or
otherwise efficient in operation notwithstanding frost, also to provide for simul-
taneous action of such brakes and for automatic application of the brakes in the
event of coupled vehicles becoming detached.
For these purposes pressure generated in the boiler or boilers of the locomotive
or locomotives used to draw the vehicle or vehicles to which the brakes are applied
(or in a separate boiler or boilers attached to the train or both) is applied through
liquid to actuate the brakes.
The operating liquid is water contained in a pipe or pipes extending the length
of the train and provided with flexible connections and suitable couplings between
the vehicles. The fluid pressure is caused to act differentially upon pistons or rams
working in cylinders that are carried by cach vehicle and the liquid acts upon a
piston or plunger or pistons or plungers in an accumulator or accumulators which is
or are in open communication with one end of each of the cylinders.
The cominunication between the other end of each cylinder and the accumulator
or accumulators and the main pipe or pipes is controlled by a valve that is normally
open. The arrangement is such that when the liquid in the main pipe (or pipes) is
subject to the boiler pressure the differential pistons or plungers are caused to act
through suitable connections upon and take off the brakes from the wheels of the
vehicles, whilst, if such pressure be removed, for instance by exhausting a portion
of the liquid from the main pipe or pipes, the valve or valves controlling the com-
munication with one end of each cylinder will be closed and the differential pistons
or plungers will, by the action of the accumulator or accumulators, be caused to
apply the brakes. By these means the brakes can be actuated simultaneously
throughout a train, whilst should one or more vehicles become detached either
accidentally or otherwise, the pressure in the main pipe being thereby reduced,
the brakes will be applied automatically..
To increase the pressure in the main or train pipes an intensifier or intensifiers
may be employed which is or are worked as hereinafter described by the fluid
pressure derived from the boiler as aforesaid.
By employing water under pressure direct from a boiler and protecting the pipes
and cylinders in which it is contained by non-conducting material the liability of
the water to freeze is obviated.
Where necessary, additional heating apparatus may be applied in connection with
the train pipe to prevent freezing. The couplings employed for connecting the
main pipe or pipes of one vehicle with those of another are such that the acts of
coupling and uncoupling respectively open and close the passage for liquid.
In one arrangement of apparatus according to this invention to a part of the
locomotive boiler below the water level, is attached a main pressure pipe which
I will call the train pipe. It is continued to the end of the train, the connections

page_text: between the vehicles being made by means of flexible pipes and couplings, herein-
after to be described and the pipe being closed at the end of the train.
The flow
of water into the train pipe from the boiler is regulated by a suitable cock or valve,
and a cock is also provided for the reduction of pressure from this pipe by allowing
a portion of the liquid to escape into the tender or tank of the engine or other
place.
On each vehicle is or are placed a cylinder or cylinders (one may be larger than
the other) with suitable drain cocks each cylinder having a piston or ram, working
in it from one side of which a piston rod projects through a stuffing box in the
cylinder cover; to the end of each rod, pull or push rods are attached for actuating
the brakes.
These pistons or rams have each an effective area larger on one side than the
other to the extent of the sectional area of the piston rods connected thereto
On liquid pressure being admitted simultaneously to both sides of each piston or
ram, the pressure acting upon the larger areas will overcome and control the
pressure acting on the opposite and smaller areas of the pistons and the movement
arising from this differential area is employed in assisting to keep the brake blocks
off the wheels throughout the train. The smaller areas of the pistons or rams on
each vehicle are placed in direct and constant communication with the fluid
pressure which also acts upon the ram of an accumulator fixed on the same vehicle,
and loaded to the required pressure by any convenient means such as by a dead
weight or a spring the pressure of which is such, that it can be lifted or moved by
the lowest pressure at which the locomotive boiler is liable to be worked. The.
accumulator is in connection with the train pipe from which water is admitted
through a valve such as will prevent the water pressure escaping from the
apparatus when the liquid is allowed to escape from the train pipe into the
tender.
The pressure or energy stored up as described in the separate accumulators and
acting upon the smaller areas of the pistons or rams, is employed for putting on
the brakes when desired and for automatically applying the brakes on any vehicle
or portion of the train which may become detached either accidentally or
designedly; as for instance, when slipping a carriage while the train is in motion,
the brakes operating immediately the liquid is partly exhausted from the train
pipe and the pressure against the larger areas of the pistons or rams is thereby
reduced.
In cases where it is desired to employ a higher pressure than that within the
locomotive boiler for working the brakes, an intensifier or intensifiers may be
provided acting upon the train pipe for increasing and intensifying the pressure of
water obtained from the boiler and for forcing it along the train pipe to the
cylinders as above described, the rams of the accumulators in this case being
properly loaded to suit the increased pressure.
The intensifier (or each intensifier when more than one is used) comprises two
plungers or rams of unequal diameters operated from the boiler by fluid pressure.
Suitable cocks or valves are employed for controlling the communications between
the boiler and the intensifier and train pipe.
The couplings, of which there may be two to each end of a vehicle, are formed
with socket and spigot ends provided with cup leathers or other suitable packing.
Cocks or valves are provided to control the passage through the ends of the
flexible connecting pipes and each cock has secured thereto, a coupling-hook, rod,
bar, or lever, which, when the connection is made, opens direct communication
through the connecting pipes, whilst, when the connection is broken, the communi-
cation is closed. The coupling rods, bars, or levers, are arranged to pull out should
one vehicle be detached from another accidentally, thus obviating breakage of
connecting pipes.
To prevent the heated liquid in the train pipe damaging the flexible connections
between the vehicles the temperature may be reduced if necessary by passing the
pipe through a coil placed in a water tank as for instance in the tender.

page_text: J
Referring to the drawings hereunto annexed, Fig. 1 shows a general arrangement
of cylinders with pistons and accumulator, train pipe with connexions and brake
rigging, according to my invention, as applied to a four-wheeled vehicle.
The brakes are put on by applying liquid pressure to the pistons 1 which actuate
the brake blocks 2 through the intervention of the rods and levers 3, 5, causing
the blocks to firmly grip the wheels, thus retarding the motion of the vehicle or
train of vehicles. The train pipe 6 contains the actuating liquid under pressure.
Fig. 2 is a transverse vertical section through the centre of the accumulator ;
Fig. 3 is a horizontal longitudinal section through the brake cylinders and
accumulator in the line x, y Fig. 2; and Fig. 4 a corresponding vertical longitudinal
section.
The pressure is stored in the accumulator which consists of the chamber 7 con-
taining liquid maintained under pressure by the ram 8 which is acted upon by a
spring 9 suspended by rods 10. Adjustable stops 11 are placed under the spring
and by their means the stroke of the ram 8 can be regulated and a suitable pressure
be obtained on the brake blocks upon application of the brake. The chamber 7 of
the accumulator communicates freely with the outer or "on" side of each piston 1
by means of passages 12 and is connected with the train pipe 6 by the passage 13
which is controlled by the valve 14 which may be closed if necessary by means of
the screw 15 should it be required to shut off the accumulator.
The said valve is normally open, but closes immediately the pressure in the train
pipe is reduced to a lower pressure than is maintained in the accumulator. The
pressure may be released from the accumulator, and consequently from the " on
side of the piston, by opening suitably arranged cocks 16.
The inner or "off" side of each piston 1 is in constant free communication with
the train pipe by means of passages 17 and 17º. Since the valve 14 is normally
open the two sides of each piston 1 are normally in communication with one
another and the intensity of pressure per square inch is normally the same on both
sides of each piston. The effective area on the "off" side being, however, larger
than that of the "on" side to the extent of the sectional area of the attached
'piston rod, the brake blocks are, owing to this differential pressure, normally held
"off" the wheels.
"
"
" on
33
On the other hand, when the pressure is reduced in the train pipe, the valve 14
closes communication between the train pipe and accumulator. While, under these
circumstances, the pressure is maintained in the accumulator and outer or
side of each piston 1 the pressure is reduced on the inner or "off" side of each
piston which side still freely communicates with the train pipe. As this reduction
of pressure on the "off" side of each. piston continues, while the pressure on the
other or on side is maintained, the point is ultimately reached, when the total
pressures on the "on" sides exceed the total pressures on the "off" sides, where-
upon the pistons will be forced inwards and the brakes applied, as before explained.
The further the pressure in the train pipe is reduced, the greater will be the
pressure forcing the brake blocks against the wheels. Upon again sufficiently
increasing the pressure in the train pipe, the brake blocks are released and the
brakes cease to act; and, when the pressure in the train pipe again exceeds the
pressure in the accumulator, the valve 14 opens and the pressure in the accumu-
lator increases correspondingly.
In cases, where the pressure in the boiler is not sufficient for actuating the
brakes in an efficient manner, an intensifier of the form shown in Fig. 5 may be
advantageously employed for the purpose of increasing the pressure in the train
pipe. This intensifier comprises two cylinders arranged in a common axial line
but of different diameters containing a common plunger 18 provided with a
piston 19 to fit the larger cylinder; the upper end of the smaller cylinder com-
municates by a pipe 20 with the train pipe 6, the said pipe 20 being preferably
provided with a stop cock 21; the lower end of the larger cylinder communicates
by means of the pipe 22 with the boiler, this pipe 22 being provided with a
suitable shut-off valve. One or more intensifiers is or are placed on the engine or

page_text: .
other vehicle on the train, preferably in a vertical position below the train pipe,
the plunger being, when not in operation, kept down by the combined action of its
weight and the pressure in the train pipe. When, however, the pressure from the
boiler is communicated to the piston 19 of larger diameter, the plunger 18 is then
forced up and, the cock 21 being open, additional pressure is put on the train pipe
and cylinders. Upon releasing the pressure from the intensifier, the pressure in the
brake pipe is reduced, and consequently the brakes are applied. The intensifiers
do not form an essential and indispensable part of my improved brake apparatus,
but may with advantage be applied to the same.
Figs. 6, 7, 8 are sectional views of a combined valve for controlling the admission
of the actuating fluid from the boiler to the train pipe and intensifier. It will be
readily understood that two distinct and similar valves, might be employed for
separately actuating the admission of the fluid to the train pipe and intensifier
(leaking valve 36 being omitted in the case of the intensifier), but the present
arrangement which consists in casting in one the valve chests of both valves and
thus combining the two valves is an advantage, since both valves may be operated
at the same time and one pipe will suffice to supply liquid to both, as will here-
after be seen. Fig. 6 is a vertical section through the valve which serves to control
the admission of the liquid to the train pipe.
When a combined valve is used serving both the train pipe and intensifier two
sets of such valves are grouped together in one casting. The inlet 23 com-
municates with the boiler by means of a pipe provided with an ordinary stop cock.
The outlet 24 leads to the train pipe 6 and communicates with the pipe 23 by
way of a valve 25 suitably guided and operated by means of the lever 29 which
may be weighted at 30 by a weight or spring so as to keep the valve 25 normally
closed. 26 is a valve for discharging the liquid from the train pipe and is operated
by the short end of the lever 29 which enters a slot formed in the valve spindle 32.
This valve is opened by pressing down the long end of the lever or handle 29 and
is normally kept closed by the pressure of the liquid in the train pipe acting on
the upper surface of the valve 26. The valve for operating the intensifier is of
similar construction; in this case, the pipe 22 (Fig. 5) which communicates to the
lower end of the intensifier is substituted for the pipe 24 communicating with the
train pipe.
Fig. 7 is a transverse vertical section of a combined valve, such as referred to above,
taken through the discharge valves of the brake pipe and intensifier respectively.
Fig. 8 is a horizontal section through the same valve in the line O. P. Q. Fig. 6.
Figa. 9 and.10 show diagrammatically the manner in which the operating levers
of the two sets of valves are connected in the combined valve so as to render
possible the manipulation of these valves by means of two handles. connected
together so as to form one when required. These handles may be provided with a
quick threaded screw in order to facilitate their exact adjustment and regulation.
Upon raising the handle 33 the valve 25 is first opened and the brake pipe charged
with pressure from the pipe 23 communicating with the boiler. If the said
handles 33 and 34 .be connected by means of clip handle 35 and be lifted further
the valve 27 of the intensifier is opened; the intensifier is thus charged and the
pressure in the train pipe increased, the valve 25 and leaking valve 36 being
consequently closed. To release the pressure on the train pipe, the handles 33
and 34 are pressed down, thus in the first instance. opening the intensifier release
valve, 28 which has a shorter slot in the spindle than the valve 26 which is
unaffected. By still further pressing the handle 33 down, the release valve 26 is
opened and the remaining pressure taken off the train pipe. To apply the brake
lightly, the pressure is, as gradually as may be desirable, let.off the intensifier by
opening the valve .28 until the piston is home; if it be then required to take off
more pressure, the handle 33 is further pressed down, thus opening the exhaust
valve 26. For actuating the brakes by the ordinary pressure of the boiler without
the aid of the intensifier the clip handle is disengaged and the valves 25 and 20
are thus worked independently with bandle 33 also the intensifier valves 27 and 28

page_text: may be worked by handle 34 independently of handle 33, when required. The
discharge pipe is led into the tender or tank, thus obviating any unnecessary loss
of water. A narrow passage 37 controlled by a ball valve 36 may be arranged to
maintain a communication between the pipe 23 leading to the boiler and the
branch 24 communicating with the train pipe for the purpose of allowing a leakage
of liquid into the train pipe in order to maintain the pressure in the brake
apparatus if there exist leaking of any kind, and also for the purpose of main-
taining the temperature in the train pipe above freezing point.
Pressure gauges 38 connected with the train pipe may be applied in any
suitable positions as for instance on the engine and in the guards compartments.
39 is an air cock connected with the train pipe. Fig, 11 is a cross section and
Fig. 12 an outside view of the coupling for connecting up the train pipe between
the carriages. Cocks 40 are provided for closing the pipe ends 41 when carriages
are detached. It has been found in practice, that, through the carelessness of
servants, cocks for this purpose are frequently left closed after the train has been
put to work, and as a consequence, the brake is only in operation over a portion of
the train. In order to prevent the possibility of such an occurrence the operation
of coupling up the pipes is made to necessitate the opening of the cocks, the one
operation being made dependent upon the other. The couplings are malo and
female. Long fingers 42 are formed on the arms 43 by means of which the
cocks 40 are opened and closed; in order to secure the couplings the said fingers
must be slipped into the notches or holes 44 thus opening the cocks. A slit 45 is
formed in each finger 42 and arm 43 so as to enable the finger to slip through the
slotted opening 46 in the notch 44 and the couplings draw apart without injury to
the brake flexible connections, if any portion of the train should become detached
through accident or otherwise. The pipes may be coupled by any other suitable
coupling, such as a screw connection, but they would in this case not draw
asunder without injury. 47 is a packing ring serving to make a tight connection
between the two halves of the coupling.
The brake may be applied by the guard by placing a discharge cock or valve on
the train pipe in guards compartment, the outlet may be arranged sufficiently high
to allow of its being used as an air cock when charging main pipe. When
required a valve box may be arranged as shewn in Fig. 13 so that when the
.pressure is reduced in train pipe the valve A (which opens inwards) drops
automatically and rings an alarm bell to notify the fact of the brakes being
applied to the attendant; this valve A must be closed before re-charging the train
pipes with pressure and may be kept shut by a wedge as shewn at B when the
pipes are being charged and removed at pleasure when on a journey by the
attendant. In Fig. 14 one or more small valves shown at 48 are connected to
the train pipe and placed in suitable parts of the train, as for instance, in the
guards' vans.
The said valves allow a slight escape of liquid from the train pipe and close
automatically when the pressure has been reduced below a certain point. These
valves can be regulated to the pressure required and maintain a constant circu-
lation of warm water from the boiler through the train pipe. The liquid in the
train pipe can be thus maintained at a degree of temperature above the freezing
point. As is evident these valves may be altogether closed when required, as for
instance when there is no frost.
In order to render the operation of the brake clear, let it be supposed that a
train of coupled vehicles has the pipes connected and the engine coupled up, the
train pipe being empty. The pipes are first filled through a cock from the tender,
the air cock 39 (Fig. 6) being left open.
The pressure must then be put on by raising the lever 33. By opening the
cock 16, the pressure may be released from the brake pipe, since the liquid is free
to pass through the valve 14 and out through the cylinders and cock 16 thus not
applying the brake to the vehicle upon which the valve 16 is opened, but putting
it on all the other vehicles of the train. These cocks are also used for releasing

page_text: the brakes from disconnected vehicles for the purpose of shunting and may also
be used for easing off the pressure on the brakes when required. If thought
desirable arrangements might easily be applied in order to enable passengers to
open the cock 16 for the purpose of stopping the train; or, a separate cock might
be placed on the train pipe to each vehicle which cock may be worked by
passengers if necessary for applying the brakes on the train.
When required, vehicles may be supplied with one or more extra accumulators
for storing water or other liquid under pressure; these accumulators may be
charged and shut off from the brake pipes with cocks.
By this means a portion of a train may be cut off from the engine and when the
pressure in the small accumulators is exhausted, the train pipes and accumulators
may be replenished from these separate stores, which, when not connected to an
engine, may be re-charged by a pump worked either by hand or from an axle of
the vehicle. By this appliance a train might safely be allowed to run down a long
incline without a locomotive.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is
1. The use of water in a boiler as a medium for transmitting pressure from the
steam in such boiler directly to liquid in a train pipe and through it to the
working parts of automatic brake apparatus.
2. In automatic brake apparatus, such as referred to in the preceding claim, the
use upon the vehicle to which the brake is applied for the purpose of storing
the actuating liquid under pressure, of an accumulator of the kind described.
3. In automatic brake apparatus in which pressure is transmitted to the working
parts through liquid (such as water) the use of an intensifier substantially in the
manner described for the purpose specified.
4. In continuous automatic brake apparatus, the use for connecting together
lengths of train pipe of couplings such that the act of fastening together the parts
of the coupling effects at the same time the opening of the passage through each
part thereof and the act of unfastening the said parts effects at the same time the
closing of the passage through each such part, substantially as described with
reference to and illustrated in Figs. 11 and 12 of the drawings.
5. Automatic hydraulic brake apparatus, constructed, arranged and operating
substantially as described with reference to the drawings (with or without an
intensifier; with or without leaking valve 36; and with or without escape valve
or valves 48).