IMPROVEMENTS IN RAILWAY BREAKS, AND IN THE METHOD OF APPLYING SUCH BREAKS
Year: 1879

page_text: LETTERS PATENT to Arthur Allen, of Cresswell, Draycott, in the County of
Stafford, Station Master, for the Invention of "IMPROVEMENTS IN RAILWAY
BREAKS, AND IN THE METHOD OF APPLYING SUCH BREAKS."
PROVISIONAL SPECIFICATION left by the said Arthur Allen at the Office
of the Commissioners of Patents on the 22nd July 1879.
ARTHUR ALLEN, of Cresswell, Draycott, in the County of Stafford, Station
Master. "IMPROVEMENTS IN RAILWAY BREAKS, AND IN THE METHOD OF APPLYING
SUCH BREAKS."
The object of this Invention is to simplify the means of applying continuous
railway breaks, which are actuated by compressed air or other clastic fluid, by
dispensing with the usual complicated mechanism; and also to apply the maximum
pressure on the break-blocks without skidding the carriage wheels, which object is
attained as follows:-
A pipe or tube is fixed to each carriage extending from end to end thereof,
each end of which tube is fitted with a cock. These tubes are connected together
between the carriages by suitable hose couplings, so that when the said cocks are
open the several tubes form a continuous or main tube from the engine to the
rear of the train. When a train is made up, the cock at the rear end of the
hindmost carriage is closed; the opposite or front end of the said main tube
is connected to a reservoir of compressed air, or other elastic fluid_supplied in
the usual way placed in a suitable position on the engine or tender. Each vehicle
is fitted with an auxiliary tank or reservoir, which is supplied with compressed
air from the main tube through a branch pipe, which is fitted with a valve that
will allow the air to enter so long as the pressure in the said pipe exceeds that
in the auxiliary tank, but closes when the pressure in such pipe is reduced.
A double-headed cylinder suitably placed is connected in the middle thereof with
the auxilliary tank by a short pipe, and at the opposite end thereof to the main
tube by other branch pipes. When the pipes are charged with compressed air, the
pistons in the said cylinder are kept in equilibrio by the pressure of the air being

page_text: the same on both sides of such pistons. These pistons are jointed to working
shafts by connecting rods and cranks in the usual way.
To apply the break, it is therefore simply necessary to reduce the pressure in the
main tube_by_opening_a_cock, and thus allow the air therein to escape. The
pistons in the cylinder then lose their equilibrium, through the pressure-of-air-
being reduced-on-one-side_thereof. The air in the auxiliary tank consequently
acts-expansively, and thereby forces the pistons forward, and thus applies the
-break-blocks.to.the_wheels..
To release the break, compressed air is again admitted into the main tube, which
restores the-equilibrium between-the-said-pistons._
The break-blocks are held clear of the wheels when not in use by a spring or
balance weight attached to the rocking shaft of the break, or in any other suitable
position. The break-blocks can be applied from the slightest touch up to full
power, according to the quantity of air allowed to escape from the main tube; for
instance, if the pressure was only slightly reduced at each end of the cylinder, the
pressure of the air from the auxiliary tank in the middle of the cylinder and
between the two pistons would not be able to exert the same force, on account of
the resistance offered by the non-escaped air.
This break can also be worked by hand on each vehicle separately when
detached, which is effected by connecting the handle of a three-way cock in a
branch pipe to a lever on each side of the carriage, or inside the guard's van; the
said three-way cock can be set to make a connection between the auxiliary tank
and cylinder to apply the break, and also to allow air to escape from sach cylinder,
and at the same time stop any escape of air from the said tank.
1
It is very important that the pressure "applied to the blocks should be in
proportion to the weight of load of each vehicle, and that the maximum pressure
be applied without skidding the wheels, which I effect by fixing the break-blocks
above the middle or centre line of the wheels, at such a distance as to prevent the
centre of the break-blocks and centre line of axle from quite coinciding when the
vehicle has got its maximum load, as the nearer the blocks are.brought to
the centre line of the wheel, the greater becomes the tendency, to skid, and the
higher the said blocks are fixed above the 'centre' line of the wheel, the less force
they will exert thereon; thus, the springs of an empty vehicle would be but véry
slightly depressed, consequently the break-blocks' being hung from the carriage
framing would be held at the maximum elevation above the centre line of the
wheels, in which position they would exert a less force on the wheels; but as the
weight of load increased the springs would be dépressed, and bring back the break-
blocks correspondingly nearer to the centre line of the wheels, and thus increase
the retarding power of such break-blocks.
This system is also applicable to ordinary hand-breaks, and to those in use on tram-
way carriages. It can be converted into a vacuum break by reversing the connections
between the main tube, auxiliary 'tank, and cylinders, and connecting such main
-tube-to-a-pump.or ejector fixed on the engine, or in any other suitable position.
It will act automatically in the event of any disruption occurring to a train, when
worked either as a compressed-air or vacuum break.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Arthur Allen in the Great Seal Patent Office on the 20th January
1880.
ARTHUR ALLEN, of Cresswell, Draycott, in the County of Stafford, Station
Master. "IMPROVEMENTS IN RAILWAY BREAKS, AND IN THE METHOD OF APPLYING
SUCH BREAKS."
The object of this Invention is to simplify the means of applying continuous
railway breaks, which are actuated by compressed air or other elastic fluid, by
dispensing with all complicated mechanism; and also to apply the maximum
pressure on the break-blocks without skidding the wheels.
In order that my said Invention may be more fully understood and be more
readily performed, I will explain the same with the aid of the accompanying
Drawing which forms part of this Specification, reference being made thereto by
the numerals and letters marked thereon. The same index letters refer to the
same parts in the several Figures of the said Drawing.
Fig. 1 is a side elevation (partly in section) of the under-frame of a railway
vehicle showing my improved break apparatus fitted thereto, and is drawn to a
scale of one-and-a-quarter inches to the foot.
Figs. 2, 3, and 4 show the coupling apparatus full size.
Fig. 5 shows the valve which connects the main air-tube with the auxiliary
air-tank, and is drawn one third the full-size.
A pipe or tube a is attached to each carriage extending from end to end thereof,
each end of which tube is fitted with a cock b; these tubes are connected together
between the carriages by coupling, so arranged that the act of coupling them opens
the cocks b, consequently when coupled the several tubes form a continuous or
main tube from the engine to the rear of the train.
When a train is made up the cock b at the rear end of the hindmost carriage is
closed; the oposite or front end of the main tube is connected. to a reservoir of
compressed air or other elastic fluid, supplied in the usual way, placed in a suitable
position on the engine or tender, or on the break-van. Each vehicle is fitted
with an auxiliary tank or reservoir which is supplied with compressed air from
the main tube a through the branch pipe d and valve e. This valve e allows the
air to enter such tank so long as the pressure in the pipe a exceeds that in the
said auxiliary tank c, but closes when the pressure in the pipe a is reduced.
This simple valve e enables me to entirely dispense with the usual complicated
valves between the main pipe and the auxiliary air-tank, at the same time
allowing the pressure to act directly on the pistons. The cylinder fis connected
in the middle with the auxiliary tank c by the pipe g, and at its opposite ends
to the main tube a by the branch pipes h', h². When the pipes are charged with
compressed air, the pistons i¹, 2, in the cylinders fare kept in equilibrio by the
pressure of the air being the same on both sides of them. The said pistons are
connected to the rocking shafts ¹, k³, by the rods 1, 2, and the cranks m¹, m².
To apply the break it is therefore only necessary to reduce the pressure in the
main tube a by opening a cock connected to it, and thus allow the air therein to
escape; the pistons 1, 2, then lose their equilibrium through the pressure of the air
being reduced on one side only thereof; the air in the auxiliary tank c consequently
acts expansively, and thereby forces the said pistons forward, and thus applies the
break-blocks n to the wheels. To release the said break-blocks compressed air is
again admitted or forced into the main tube a, which restores an equilibrium of
pressure on both sides of the pistons i¹, i².
The break-blocks n are held clear of the wheels when not in use by a spring or
balance-weight o attached to the rocking shafts k¹, k³, or in any other suitable
position.

page_text: The break-blocks n can be applied from the slightest touch up to full power,
according to the quantity of air permitted to escape from the main tube a; for
instance, if the pressure be only slightly reduced at each end of the cylinder f, the
pressure-of-the-air-from-the-auxiliary tank.c in the middle of the cylinder f, and
between the two pistons ¹, 22, would not be able to exert the same force-in-
consequence of the resistance of the non-escaped air in a.
My improved-break can also be worked by hand on each vehicle separately
when detached by connecting the handle of the three-way cock p in the branch
pipe g to a lever or handle on each side of the carriage or inside the guard's van.
The three-way cock can be set to-make-a-connection between the auxiliary
tank c and the cylinder f for applying the break-blocks; and also for allowing the
air to escape from the cylinder f through the aperture p¹, and at the same time
prevent any escape of air from the tank c.
It is very important that the pressure applied to the break-blocks should be in
proportion to and regulated by the weight of load of each vehicle; also that the
maximum pressure may be applied to the break-blocks without skidding the
wheels. This I effect by fixing the break-blocks n above the middle or centre line
of the wheels at such a distance as to prevent the centre of the break-blocks n and
the centre line of the axle y from quite coinciding when the vehicle has its
maximum load; because the nearer such blocks are brought to the centre line of
the wheels, the greater becomes the tendency to skid, and the higher the blocks n
are fixed above the centre line of the wheels, the less force they will exert thereon;
thus, the springs of an empty vehicle would be but very slightly depressed,
consequently the blocks n being hung to the carriage framing or sole bars (see
Fig. 1), would be held at the maximum elevation above the centre line of the
wheels, in which position they would exert a less force on the wheels; but as the
weight of load increased the springs would be correspondingly depressed, and bring
the break-blocks n proportionately nearer to the centre line of the wheels, and
thereby increase the retarding power of such break-blocks.
To insure the main tube a being open throughout when coupled, and closed when
uncoupled (except in the event of accidental separation of vehicles), the cocks b at
each end of the several carriages are made and arranged to form the coupling, and
are fitted with a hollow plug r (Figs. 2 and 3), the top or face of which makes
one-half of such coupling; on one side of the rim of this plug r is a small stud s
(see Figs. 3 and 4), slightly projecting beyond the outer face of such plug, and on
the opposite side thereof a larger stud t having a notch or recess in its centre;
consequently when the faces of the two plugs r are brought together, the small stud
of one plug engages in the notch or recess in the larger stud of the other plug, and
the requisite turn being given to unite the coupling by causing the springs u to
bind firmly on the collars or beads v around each cock, opens the cocks b by
bringing the hole in the plug x (shown in dotted lines) opposite the passages in the
branches. y, y2, and when turned back for uncoupling closes them before the
coupling is separated';-but-if-forcibly-parted-by carriages accidentally_separating,
the cocks would remain open, thereby causing the break-blocks to be applied
automatically through the escape of air from the main pipe a. To prevent the
plugs being turned too far, the larger stud t moves in a slot cut in the rim of the
cock, of such length as to allow the plug r to traverse only one-quarter of a turn,
that being sufficient to open and close the cock. The Drawing Fig. 2 shows the
cock closed. This arrangement enables me to dispense with the usual handle and
stem, and to reduce the number of parts of ordinary coupling cocks and valves
between the vehicles.
By my simple apparatus and arrangement thereof a considerable reduction in
the cost of construction and maintenance of railway breaks is effected.
A part of this Invention can be applied to other breaks including ordinary
hand-breaks, viz., the fixing of the break-blocks above the centre line of the carriage
wheels

page_text: Having thus fully described and ascertained the nature of my said Invention
and the method of performing the same, I wish it to be understood that I do not
restrict myself to the exact dimensions of the several parts, nor to the precise
details now illustrated, because from the nature of the said Invention they admit
of considerable variation without departing from the main characteristics of the
Invention, but what I claim and desire to secure by the before-mentioned in part
recited Letters Patent is,-
Firstly. The simple general arrangement of apparatus for applying railway
breaks.
Secondly. The method of coupling the main air-tubes of the several carriages
together.
Thirdly. The method of suspending the break-blocks relatively with the centre
Jine of the carriage wheels.
Fourthly. The valve e connecting the main air-tube a with the auxiliary air-
tank c.
Fifthly. The method of working the breaks on each carriage separately by
hand.
I make each and all of the said claims substantially as and for the purposes
herein described and shown in the Drawing.
In witness whereof, I, the said Arthur Allen, have hereunto set my hand and
seal, this Third day of January, in the year of our Lord One thousand
eight hundred and eighty.
A ATTAT
4
ATTENT (L.S.)