IMPROVEMENTS IN SELF-COUPLING AND DISCONNECTING CONTINUOUS RAIL- WAY BRAKES, AND IN THE METHOD OR MEANS OF ACTUATING THE SAME
Year: 1876

page_text: LETTERS PATENT to Thomas Temple, of the Borough and County of Newcastle-
upon-Tyne, Timber Merchant and Brick Manufacturer, for the Invention of
IMPROVEMENTS IN SELF-COUPLING AND DISCONNECTING CONTINUOUS RAIL-
WAY BRAKES, AND IN THE METHOD OR MEANS OF ACTUATING THE SAME."
Sealed the 21st July 1870, and dated the 26th January 1870.
PROVISIONAL SPECIFICATION left by the said Thomas Temple at the Office
of the Commissioners of Patents on the 26th January 1876.
THOMAS TEMPLE, of the Borough and County of Newcastle-upon-Tyne, Timber
Merchant and Brick Manufacturer. IMPROVEMENTS IN SELF-COUPLING AND
DISCONNECTING CONTINUOUS RAILWAY BRAKES, AND IN THE METHOD OR MEANS
OF ACTUATING THE SAME."
The object of my Invention is to dispense with the expenditure of time and
labour in coupling or connecting and disconnecting those parts that join together
the brake power of each successive carriage composing a railway train, and to
transmit that power to every carriage wheel.
To carry out my Invention I would arrange the brake blocks and brake rods
with lever arms, as in the manner described in my Specification, No. 391, 1875,
but the lever arms to each carriage would be connected at the top by a transverse
bar capable of moving in the direction of its breadth. Leading from the centre
of this bar are two chains, one of which is connected to a spring for the purpose
of returning the bar to its normal position after the application of the brakes, the
other chain pursuing a contrary direction is taken up by suitable bell cranks or
pulleys at the fore end of the carriage to the roof, where it is linked to an arm
projecting vertically from a horizontal piston rod noving longitudinally in the
direction of the length of the carriage. This rod has a cylinder and piston at
each extremity in order that the locomotive may be placed at either end of the
train or any carriage may be reversed without interfering with the due working of
the whole system. The eduction pipe of one cylinder is the induction pipe of the
other, and vice versa; but there is no communication between the two cylinders,
the pistons being of such a length and so arranged that upon the steam supplied
from the locomotive by a steam pipe entering the foremost cylinder and driving up
the piston therein the second piston shall participate in the action and ride over
the steam port of the rear cylinder, thus compelling the steam to pass rearward to
the next carriage.

page_text: The vertical projecting arm is fixed midway between the two cylinders, and by a
suitable arrangement of chains and pulleys it matters not which way this arm
travels, the effect on the transverse bar connecting the two lever arms beneath the
carriage being to apply the brake blocks to the wheels.
To bridge over the space existing between the carriages, and to render the steam
pipes self-coupling and disconnecting, I introduce a novel arrangement as follows:-
The steam pipe to and from the cylinders running in contrary directions along the
roof descend at the ends of the carriage and terminate in a strong but short
flexible tube, which is joined and made steam tight to a special casting sliding
horizontally in a frame made to receive it. The casting has a pivot pin in the top
and bottom of its sliding faces which work in corresponding grooves or slots in the
frame. This allows the casting to move horizontally, as on a centre, and a spiral
spring inserted between the back of the frame and the tail end of the said casting
keeps its vertical face extended outward to meet a similar one fitted to the adjoining
carriage. This vertical face is circular and specially formed to meet the require-
ments of its office, that is, to form a steam-tight joint when brought into contact
with the vertical face of a similar apparatus fitted to the abutting carriage. In
the centre is a funnel-shaped aperture. communicating with the aforesaid Hexible
tube, so that when the foremost carriage is braked or impeded in its progress the
following one closes up thereto and forms a connection with the steam pipe
thereof.
The funnel shape of the apertures admit of any moderate deviation in the
vertical or horizontal lines of the two carriages, and being surrounded by a broad
flange or face, effectually prevent the escape of steam from that portion of the one
which is not in direct communication with the other.
The mode of action is as follows:-The engine driver or stoker having turned on
the steam it rushes up the induction pipe and enters the open steam port of the
first cylinder and drives rearward the piston therein. The second piston partici-
pates in the action and rides over the steam port of the cylinder in which it works,
and thus closing all communications with the steam pipe, compelling the steam to
travel rearward to the next carriage as soon as it is set free by the first named
piston opening the outlet leading to the eduction pipe.
From the piston rod motion is communicated by means of the vertical arm,
chains, pulleys, and bell cranks to the transverse bar before mentioned, and by
which the brakes are applied.
The application of the brakes retard the progress of the carriage and allows the
following one to overtake it when the vertical faces of the special castings meet,
and a communication is formed for the onward passage of the steam to further
perform a similar duty to that described above. Every carriage being thus fitted
the steam travels from carriage to carriage, applying the brakes on its way.
When the steam is cut off by engine driver or stoker the exhaust steam is then
driven out of the cylinder by the return of the piston, occasioned through the
strong spring under the carriage taking off the brake blocks from the wheels and
returning the working parts into position to be again acted upon when next
required.
The arrangement or apparatus for coupling or connecting the steam pipes is
equally suitable for other purposes, as supplying gas or water to the carriages.
In these cases of course the vertical faces of the special castings would be always
in contact.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed by 5
the said Thomas Temple in the Great Seal Patent Office on the 21st July
1876.
THOMAS TEMPLE, of the Borough and County of Newcastle-upon-Tyne, Timber
Merchant and Brick Manufacturer. "IMPROVEMENTS IN SELF-COUPLING AND

page_text: DISCONNECTING CONTINUOUS RAILWAY BRAKES, AND IN THE METHOD OR MEANS OF
ACTUATING THE SAME.'
The object of my Invention is to dispense with the expenditure of time and
labour in coupling or connecting and disconnecting those parts that join together
the brake power of each successive carriage composing a railway train, and to
transmit that power to every carriage wheel.
To carry out my Invention I would arrange the brake blocks and brake rods in
a manner somewhat similar to that described in my Specification, Number 391,
1875; but in this instance they would be actuated by a transverse rocking shaft
passing between the brake rods, of which there are two, running longitudinally on
each side of the vehicle. This rocking shaft is supported at both ends in bearings
hung from the frame of the carriage and connected to the longitudinal brake rods
by lever arms which, when the shaft is made to rock, gives longitudinal motion,
but in opposite directions, to the brake rods, by which means the brake blocks are
applied to both sides of every wheel of the carriage.
Motion is given to this rocking shaft by means of a horizontal arm projecting
from the centre of its length and fastened to a chain that proceeds upward through
a tube in the partition of any compartment of the carriage. The upper extremity
of this chain after passing between two guide pulleys is secured to a horizontal
piston rod, the piston of which works in a steam cylinder fixed on the roof of the
carriage. The cylinder is supplied with steam from the locomotive boiler through
self-coupling and disconnecting steam pipes. The aforesaid chain passing between
the two guide pulleys allows the locomotive to be attached to either end of the
train, or a carriage to be reversed without interfering with the due working of the
whole system. The longitudinal travel of the piston rod carries the chain over
one or the other of the guide pulleys. This act shortens the vertical portion of
the said chain and raises the horizontal arm of the rocking shaft, causing the shaft
to rock in its bearings. When the supply of steam is cut off the chain and
working parts return to their normal position; this may be further induced by
weights judiciously placed.
To bridge over the spaces existing between the carriages, and to render the
steam pipes self-coupling and disconnecting, I introduce a novel arrangement as
follows:The steam pipe to and from the cylinder descend at each end of the
carriage and terminate in a strong but short flexible tube, which is joined and
made steam tight to a light special casting or coupling sliding horizontally in a
frame secured to the end of the carriage. The coupling has a pivot pin in the top
and bottom sliding faces which work in corresponding grooves or slots in the
frame; this not only keeps the coupling within bounds, but allows it to move
horizontally as on a centre, and yield during the application of the brake to the
tangential angle when caused by the carriages passing round a curve. A spiral
spring inserted between the back of the frame and the tail end of the coupling
keeps its vertical face extended outward to meet that of a similar one fitted to the
adjoining carriage. The vertical face of the coupling is circular and specially
formed to meet the requirements of its office, that is, to form a steam-tight joint
when brought in union with the one attached to the carriage abutting. In the
centre is a funnel-shaped aperture communicating with the aforesaid flexible tube,
so that when the carriage is braked or impeded in its progress the rear carriage
closes up thereto and forms a connection with the steam pipe thereof.
The funnel shape of the apertures admit of any moderate deviation in the
vertical or horizontal lines of the two carriages, and being surrounded by a broad
flange or face effectually prevent the escape of steam from that portion of the one
which is not in direct communication with the other.
I will now proceed to describe my Invention more fully by aid of the
accompanying Drawings, reference being had to the letters and figures marked
thereon.
Figure 1 is a longitudinal section of a railway carriage fitted with my improve-

page_text: ments; Figure 2 is a plan of the same, with a portion of the roof removed to
shew the two sets of longitudinal brake rods.
Figures 3, 4, and 5 are enlarged views of the steam cylinder.
Figures 6, 7, and 8, enlarged views of the coupling and the frame within which
the coupling slides, and by which it is supported at the end of the carriage.
In Figures 1 and 2, a, a, are the brake blocks actuated by the brake rods L, L,
suitably supported from the framework of the carriage. *; *, are the lever arms
that give motion to the said brake rods in the direction shewn by the arrows,
when the horizontal arm b of the rocking shaft 6* is raised; e, e, are the bearings
or supports for the rocking shaft, and the chain by which the brake power is
communicated from the piston rod g. B, B*, are the steam pipes to and from the
cylinder A on the roof of the carriage, and descend at each end and terminate in
a strong flexible tube joined to the couplings c, c. At M, Figure 1, and at N,
Figure 2, the couplings are shown in section.
Every carriage throughout the train is thus provided, and a communication is
established between the eduction pipe of one carriage and the induction pipe of
the next by the latter overtaking the former when the locomotive is retarded or
braked. The vertical faces of the couplings then come in contact, as shewn at M,
Figures 1 and 2, and the strong springs 8, s, keep the said faces in continued
contact during the varying force exerted by the impetus of the carriage. Should
the centres of the apertures not coincide, as shewn, the funnel shape of the said
apertures leave sufficient space for the passage of the steam, which rising upward
in the pipe J enters through the port into the cylinder A, driving rearward the
piston therein. This causes the piston rod to carry the chain f* over the guide
pulley and to shorten the vertical portion of the same, which, as before stated,
raises the arm band produces longitudinal motion of the brake rods L, L, in the
direction shewn by the arrows. The brakes being now applied and the piston
having passed beyond the port * the superfluous steam escapes into the pipe B*
which now becomes the eduction pipe and proceeds rearward down the pipe K to
the coupling cat N. The adjoining carriage having now overtaken it, forms by
the union of the two couplings a connected passage for the steam to travel rear-
ward to perform a similar duty on every carriage to that already described;
finally, the steam escapes at the end of the train.
To ensure correct working of the various parts the brake blocks or brake rods
are provided with means of adjustment so that each shall perform their full duty.
The travel of the piston can also be regulated by lengthening or shortening the
chain *This will secure the port h*, Figures 1 and 5, being open when all the
brake blocks are acting on the circumference of the wheels.
In Figure 10 will be seen the position taken by the couplings during the
application of the brake while the train is travelling round a curve one-fortieth the
radius of the sharpest railway curve in use.
It will be seen that the pivot pins d, d, allow the couplings to yield to the
tangential angle of the carriage, and the strong springs 8, s, keep the two faces
in close and continued contact and steam-tight.
The steam pipes are covered with a non-conducting composition, and the
cylinder with a box or cover to protect them from the weather.
When the steam is turned off the brake blocks fall freely from the wlieels; this
may further be induced by a weight W, Figure 1, fixed on the arm b. The
couplings now part, as may be seen at N, Figures 1 and 2. This prevents the
faces being damaged when not in use.
Figure 3 is a sectional plan of the cylinder A drawn to a large scale, Figure 4, a
section of the same on line A, B, (Figure 3), and Figure 5 a longitudinal section.
In these Figures g is the piston rod supported at its outer extremity by a block;
f*, Figure 5, is the chain fastened to the piston rod; f¹, f", are the two guide
pulleys, over one or the other of which the chain is carried according as the steam
is admitted to the cylinder through the port or * which are placed at the under
side of the cylinder to allow the produce of condensation to flow out and escape at

page_text: the aperture of the couplings; p is the box or covering filled with some non-
conducting substance to protect the cylinder and working parts from the action of
the weather or from dust.
Figures 6, 7, and 8 are respectively plan, elevation, and front view of the
coupling and frame; n, n, is the frame and c the coupling, 9 being the funnel-
shaped opening and o the junction pipe to which the flexible tube is attached; d
is the upper pivot pin sliding in a groove in the frame, and a strap to hold the
said pin within bounds; s is a strong spring that not only keeps the vertical face
of the coupling extended outward to meet that of a similar apparatus fitted to the
adjoining carriage, but reduces the force of impact when the junction is about to
be made.
Figure 9 is a modified arrangement of steam cylinder. In this case no stuffing
box is required, but the piston rod has a piston * at each end and working cach
in a cylinder. Steam is admitted to one or the other of the cylinders, according to
which end of the train the locomotive is placed. The farther end of each steam
pipe being closed by the piston at the opposite end of the piston rod the steam
is directed to act on the near face of the first piston. When it has passed from
over the orifice of the exhaust pipe, the steam port of which is now closed by the
second piston riding over it, the steam escapes to the next carriage and acts as
before explained.
A steam pipe from the locomotive boiler, provided with a stop-cock, supplies the
necessary amount of steam to work the brakes throughout the train.
The brakes
of the engine or tender or both may be worked in a manner similar to that above
described for the carriages, provisions being made for the lowered position of the
cylinder. The aforesaid stop-cock is under the control of the engine driver, who
on the first appearance of danger can immediately turn on the steam to an extent
to brake the first or all the carriages of the train, according to the degree of
danger apprehended.
Having now described the object and nature of my said Invention, and in what
manner the same is to be or may be carried into effect, I claim, without limiting
myself to these precise details, the several improvements in the mode and means of
coupling and working continuous railway brakes, substantially in manner as
herein more fully set forth and specified and illustrated on the accompanying
Drawings, or any mere modifications thereof.
In witness whereof, I, the said Thomas Temple, have hereunto set my hand
and seal, this Nineteenth day of July, in the year of our Lord One thousand
eight hundred and seventy-six.
THOMAS TEMPLE. (L.S.)