IMPROVEMENTS IN WORKING THE BRAKES OF RAILWAY TRAINS, AND IN SIGNALLING ON RAILWAY TRAINS
Year: 1875

page_text: LETTERS PATENT to Richard David Sanders, of Birmingham, in the
County of Warwick, Mechanical Engineer, for the Invention of
"IMPROVEMENTS IN WORKING THE BRAKES OF RAILWAY TRAINS, AND IN
SIGNALLING ON RAILWAY TRAINS.”
Sealed the 7th September 1875, and dated the 5th July 1875.
PROVISIONAL SPECIFICATION left by the said Richard David Sanders
at the Office of the Commissioners of Patents, with his Petition
on the 5th July 1875.
If
I, RICHARD DAVID SANDERS, of Birmingham, in the County of
Warwick, Mechanical Engineer, do hereby declare the nature of the
said Invention for "IMPROVEMENTS IN WORKING THE BRAKES OF RAILWAY
TRAINS, AND IN SIGNALLING ON RAILWAY TRAINS," to be as follows:-
i
My said Invention consists of the improvements in or additions to an
;Invention, for which Letters Patent were granted to me on the 30th day
of April 1874, No. 1522.
T

page_text: ments described and represented in the Specification of the Patent
before referred to, but I do not limit myself thereto, as an exhaust or
vacuum obtained in any other way may be employed.
The exhaust tube described in the before-mentioned Specification
communicates with a small exhaust box under the middle of the
carriage. From this box a tube proceeds for a short distance towards
one end of the carriage, and a like tube in the opposite direction. These
tubes communicate respectively with rigid cylinders furnished at their
lower ends with flexible pistons or diaphragms. The rods of the said
pistons are connected respectively with the ends of a lever. One of the
said cylinders is of slightly larger diameter than the other, and when
the said cylinders are both exhausted the exhaust in the last described
cylinder more than balances the exhaust in the other cylinder, and the
lever connecting the piston rods of the said cylinders is thereby brought
into the position in which by means of connecting rods it draws the
brake blocks from the wheels, or holds the brake out of action. The
end of that pipe which communicates between the exhaust box and the
cylinder of smaller diameter is furnished with a valve opening outwards,
so that the said valve offers no impediment to the exhaustion of the
cylinder; but when the exhaustion of the said box is destroyed the said
valve instantly closes and preserves the exhaustion in the cylinder of
smaller diameter. When air is let into the exhaust pipe running under
the carriage by fracture of the pipe or otherwise the vacuum in the
said pipe is destroyed. The vacuum in the cylinder of larger diameter
is also destroyed while the vacuum in the cylinder of smaller diameter is
preserved, the flexible piston of the latter being no longer counter-
balanced by the piston of the other cylinder instantly rises, and changing
the position of the lever joining the two piston rods presses the brake
blocks forcibly against the peripheries of the wheels and brings the train
to rest.
When it is wished to work the brakes, by making pairs of brake
blocks clip the opposite sides of the same wheel I modify the arrange-
ment described in the following manner:-To the brake block hangers
on the outer side of each wheel I connect a cross shaft, the said shaft
turning in bearings on the said hangers. At the ends of the cross
shafts described are short vertical levers, the lower end of each of the
said levers being connected by a connecting rod to the brake block on
the opposite side of the wheel. The upper end of each of the said

page_text: levers is connected with the lever of the working mechanism, that is,
the lever connecting the rods of the flexible pistons of the cylinders
already described. When by the destruction of the vacuum motion is
given to the lever connecting the piston rods, the connecting rods con-
necting this lever with the small levers on the outer sides of the brake
blocks are drawn inwards. The result of this motion is to cause the
lower end of each of the said small levers to draw inwards the brake
block on the inner side of the wheel, and thus bring the train to rest by
a clipping action of two brake blocks on the opposite sides of the same
wheel.
As the arrangement of exhaust cylinders first described had for its
object to work the brakes by pressing brake blocks in opposite directions
between two wheels, and the last described arrangement to produce a
double action on the same wheel by a drawing inwards of the connecting
rods the position of the exhaust cylinders requires to be reversed, that
is, the cylinder which was of larger area in the first described arrange-
ment is of smaller area in the last described arrangement. In either of
the arrangements described the cylinders may be made of the same
diameter provided the lengths of the arms of the lever connecting the
piston rods be of different lengths.
By means of a three-way cock or valve situated in the pipe which
connects the cylinder of smaller diameter with the exhaust box
signalling on the train may be effected. The said stop-cock or valve is
kept in its normal position by a coiled spring. By means of a cord or
chain a passenger or other person may operate upon the said stop-cock.
When by the pulling of the cord or chain the position of the plug of the
stop-cock is changed the tube by which the signal is worked is put into
communication with the exhaust and the signal is thereby brought into
operation; in operating upon the stop-cock so as to bring the signal into
or throw it out of action no effect is produced upon the brakes. Or the
signalling may be effected by means of the exhaust pipe, the stop-cock
described when open allowing air to enter the said exhaust pipe and
operate the signal by destroying the vacuum.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Richard David Sanders in the Great Seal Patent
Office on the 30th December 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, RICHARD
DAVID SANDERS, of Birmingham, in the County of Warwick, Mechanical
Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Fifth day of July, in the year of our
Lord One thousand eight hundred and seventy-five, in the thirty-ninth
year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said Richard David Sanders, Her special
license that I, the said Richard David Sanders, my executors, admini-
strators, and assigns, or such others as I, the said Richard David
Sanders, my executors, administrators, and assigns, should at any
time agree with, and no others, from time to time and at all times
thereafter during the term therein expressed, should and lawfully
might make, use, exercise, and vend, within the United Kingdom of
Great Britain and Ireland, the Channel Islands, and Isle of Man, an
Invention for "IMPROVEMENTS IN WORKING THE BRAKES OF RAILWAY TRAINS,
AND IN SIGNALLING ON RAILWAY TRAINS," upon the condition (amongst
others) that I, the said Richard David Sanders, my executors or
administrators, by an instrument in writing under my, or their, or
one of their hands and seals, should particularly describe and ascertain
the nature of the said Invention, and in what manner the same was
to be performed, and cause the same to be filed in the Great Seal
Patent Office within six calendar months next and immediately after
the date of the said Letters Patent.
NOW KNOW YE, that I, the said Richard David Sanders, do hereby
declare the nature of the said Invention, and in what manner the
same is to be performed, to be particularly described and ascertained
in and by the following statement thereof, that is to say :-
My said Invention consists of the improvements in or additions to an
Invention for which Letters Patent were granted to me on the 30th day
of April 1874, No. 1522.
According to my present Invention I work the brakes of railway
trains by means of vacuum or exhaust produced by preference by the

page_text: arrangements described and represented in the Specification of the
Patent before referred to; but I do not limit myself thereto, as an
exhaust or vacuum obtained in any other way may be employed.
The exhaust tube described in the before-mentioned Specification
communicates with a small exhaust box under the middle of the
carriage. From this box a tube proceeds for a short distance towards
one end of the carriage, and a like tube in the opposite direction. These
tubes communicate respectively with rigid cylinders furnished at their
lower ends with flexible pistons or diaphragms. The rods of the said
pistons are connected respectively with the ends of a lever. One of the
said cylinders is of slightly larger diameter than the other, and when
the said cylinders are both exhausted the exhaust in the last-described
cylinder more than balances the exhaust in the other cylinder, and the
lever connecting the piston rods of the said cylinders is thereby brought
into the position in which, by means of connecting rods, it draws the
brake blocks from the wheels, or holds the brake out of action. The
end of that pipe which communicates between the exhaust box and
the cylinder of smaller diameter is furnished with a valve opening
outwards, so that the said valve offers no impediment to the exhaustion
of the cylinder; but when the exhaustion of the said box is destroyed
the said valve instantly closes and preserves the exhaustion in the
cylinder of smaller diameter. When air is let into the exhaust pipe
running under the carriage by fracture of the pipe or otherwise, the
vacuum in the said pipe is destroyed. The vacuum in the cylinder
of larger diameter is also destroyed, while the vacuum in the cylinder
of smaller diameter is preserved; the flexible piston of the latter being
no longer counterbalanced by the piston of the other cylinder instantly
rises, and changing the position of the lever joining the two piston rods
presses the brake blocks forcibly against the peripheries of the wheels
and brings the train to rest.
When it is wished to work the brakes by making pairs of brake
blocks clip the opposite sides of the same wheel, I modify the arrange-
ment described in the following manner:-To the brake block hangers
on the outer side of each wheel I connect a cross shaft, the said shaft
turning in bearings on the said hangers. At the ends of the cross shafts
described are short vertical levers, the lower end of each of the said
levers being connected by a connecting rod to the brake block on the
opposite side of the wheel. The upper end of each of the said levers.

page_text: is connected with the lever of the working mechanism, that is, the lever
connecting the rods of the flexible pistons of the cylinders already
described. When by the destruction of the vacuum motion is given
to the lever connecting the piston rods the connecting rods connecting
this lever with the small levers on the outer sides of the brake blocks
are drawn inwards. The result of this motion is to cause the lower end
of each of the said small levers to draw inwards the brake block on the
inner side of the wheel, and thus bring the train to rest by a clipping
action of two brake blocks on the opposite sides of the same wheel.
As the arrangement of exhaust cylinders first described had for its
object to work the brakes by pressing brake blocks in opposite directions
between two wheels, and the last described arrangement to produce a
double action on the same wheel by a drawing inwards of the connecting
rods, the position of the exhaust cylinders requires to be reversed. That
is, the cylinder which was of larger area in the first described arrange-
ment is a smaller area in the last described arrangement. In either of
the arrangements described the cylinders may be made of the same
diameter, provided the arms of the lever connecting the piston rods be
of different lengths.
By means of a three-way cock or valve situated in the pipe which
connects the cylinder of smaller diameter with the exhaust box signalling
on the train may be effected. The said stop cock or valve is kept in
its normal position by a coiled spring. By means of a cord or chain a
passenger or other person may operate upon the said stop cock. When
by the pulling of the cord or chain the position of the plug is changed
the tube by which the signal is worked is put into communication with
the exhaust, and the signal is thereby brought into operation; in
operating upon the stop cock so as to bring the signal into or throw it
out of action no effect is produced on the brakes. Or the signalling
may be effected by means of the exhaust pipe; the stop cock described
when open allowing air to enter the said exhaust pipe and operate the
signal by destroying the vacuum.
Having explained the nature of my Invention I will proceed to
describe, with reference to the accompanying Drawings, the manner
in which the same is to be performed.
Figure 1 represents in elevation my improvements for working the
brakes of railway trains when the brakes are applied only to the inner

page_text: sides of the two pairs of wheels between which the brake mechanism
is situated; and Figure 2 represents in vertical longitudinal section,
and Figure 3 in plan of under side my improvements applied to the
braking of the wheels by pressure on opposite sides of the same wheels.
The arrangements of the mechanism by which the vacuum or exhaust
is made to operate the brakes is the same in both of the arrangements
represented, with the exception herein-after pointed out, and the parts
of the vacuum or exhaust mechanism are marked with the same letters
of reference.
J
-
The exhaust tube a running underneath the carriage 6 communicates
with the exhaust box c. From this box a tube d proceeds towards one
end of the carriage, and a like tube e in the other direction; f, g, are
rigid cylinders or chambers made by preference of cast iron, and
having at their lower ends flexible pistons or diaphrams marked h, i,
respectively. The rods k, l, of the said flexible pistons are connected
to the ends of the lever m turning on the shaft n. The cylinder fis
of larger diameter than the cylinder 9, and when both cylinders are
exhausted the pressure of the atmosphere operating upon the greater
area of the flexible piston 7, the apparatus is brought into the position
represented in Figures 1 and 2; that is, the piston h of the cylinder f
of larger diameter is drawn into its cylinder, while the piston i of the
cylinder g of smaller diameter is brought to its extreme position outside
its cylinder. The brake blocks o, p, Figure 1, carried by the hangers
o, p², respectively are connected by means of connecting rods q, r, to
the short levers on the axis n; and the pistons h, i, being in the positions
represented, the brake blocks o, p, are supported from or held out of
action on the wheels t, u. That end of the pipe e which terminates in
the exhaust box c is furnished with a valve v opening outwards, that is,
into the said box e. The said valve consequently offers no impediment
to the exhaustion of the cylinder g, but when the exhaust in the box c
is destroyed the valve closes, thereby preserving the exhaustion in
the cylinder g, while air passes by the pipe d into the cylinder f. The
atmospheric pressure on the outside of the piston or diaphragm h is now
balanced by an equal atmospheric pressure on the inside of the said
piston or diaphragm h; but the atmospheric pressure on the piston or
diaphragm of the cylinder 9 being unbalanced the said piston or
diaphragm i returns into its cylinder by the said atmospheric pressure,
and by the operation of the piston rod on the lever m the position of

page_text: the said lever m is so changed that the short levers acting through the
connecting rods q, r, presses the brake blocks o, p, into contact with the
wheels t, u, and brings the carriage to rest. Thus when air is let into
the pipe a either by the fracture of the said pipe, the severing of the
train, or by the action of the guard or other person, or in any way
whatever, the brakes are brought into action.
8
When it is wished to work brakes clipping the wheels on which they
operate on opposite sides I arrange the exhaust and brake mechanisms
in the manner illustrated in the section, Figure 2, and the plan, Figure 3.
As the action of the brakes on one pair of wheels´is the same as that on
the other pair of wheels I will describe the said action with reference
to only one of the said pairs of wheels. w, x, Figures 2 and 3, are the
hangers to which the brake blocks y, z, are suspended. 2 is a cross
shaft working in bearings on the outer side of the hanger x, the said
shaft 2 connecting the outer brake blocks on opposite sides of the
carriage. On the cross shaft 2 are levers 3, the lower end of the lever
being connected by a connecting rod 4 to the brake block y at the inner.
or opposite side of the wheel. The upper end of the lever 3 is connected
with the lever & of the exhaust mechanism through the connecting
rod 5, when by the destruction of the vacuum motion is given to the
levers m and s the connecting rod 5 connecting the lever & with the
lever 3 on the outside of the brake block is drawn inwards, that is,
from the end of the carriage towards the middle.
motion is to cause the lower end of the lever 3 to draw inwards the
brake block y on the inner-side of the wheel and thus to effect a clipping
action of the two brake blocks y, z, on opposite sides of the same wheel.
On comparing the arrangement, Figure 1, with that represented in
Figures 2 and 3 it will be seen that the single brakes in Figure 1 are
brought into action by the motion of the connecting rods q, r, outwards,
or from the centre of the carriage towards the ends, while the double ;
brakes y,, in Figures 2 and 3 are brought into action by the motion of
the connecting rods 5, 5, in opposite directions, that is, by motion of the
said rods 5, 5, from the ends towards the middle of the carriage. This
difference between the working-of the single and double brake blocks
requires that the cylinders or chambers f, g, shall have a position in the a
arrangement Figures 2 and 3 the reverse of that which they have in
the arrangement Figure 1, as will be seen by an examination of the'
Drawings, the smaller cylinder gin Figure 1 being on the right of the..
The result of this
:

page_text: larger cylinder f, while in Figures 2 and 3 the smaller cylinder g is on
the left of the larger cylinder f, but the positions of the cylinders must
be varied to suit the particular arrangement of brake mechanism to
which they may be applied.
5 In either of the arrangements described the cylinders f, g, may be of
the same diameter provided that the two arms of the lever m are of
different lengths.
The brakes may be worked positively instead of negatively as
described; that is, instead of the destruction of the exhaust being
O employed to bring the brakes into action the production of an exhaust
may be employed to effect the direct action of the brakes on the wheels.
When the positive method of working the brakes is resorted to the
cylinder or chamber of larger diameter and the exhaust box c are
dispensed with.
-
·
When the brakes are worked positively the coupling described and
represented in the Specification of Letters Patent granted to.me bearing
date the 30th day of April 1874 requires to be modified in the following
manner: In place of the pin marked A in Figures 1 and 2 in the
Drawing No. 3 of the said Specification fixed in one of the flanges and
taking into a hole in the other I employ a pin fixed in each of the
flanges, but split or divided at its end. The said split pin takes into
the hole in the other flange. The said divided end has a springing
action sufficient to hold the flanges securely together, yet sufficiently
yielding to cause it to be withdrawn from the hole in which it engages
on the rupture of the train and the separation of the coupled carriages.
This modification is represented in Figure 4, where the divided spring
pin is marked A².
By means of a three-way cock or valve situated at 6 (Figures 1 and 2),
signalling on the train may be effected. By turning the said cock or
valve 6 into the position indicated in Figure 1 the pipe 7 connected
with the signal may be put into communication with the exhaust, and
by turning the plug of the three-way cock or valve through a semi-
rotation the signalling tube 7 may be disconnected from the exhaust.
The stop-cock or valve is kept in its normal position in which it
connects the two cylinders by a spring, and by means of a cord or
chain, not shown in the Drawing, the guard or passenger may operate
upon the said stop-cock and cause an alarm to be sounded.

page_text: It is necessary that the stop-cock at 6 shall have a passage through
its plug insufficient to allow enough air to enter wholly to destroy the
vacuum produced in the pipe a by the steam jet, as in that case the
action of the brake mechanism would be interfered with, but so long as
any material exhaustion is maintained in the pipe a insufficient to raise
the weight m' on the lever m the brakes will be kept out of action.
In order however for the brakes when put into action to operate with
the greatest efficiency it is necessary that the exhaustion in the pipe a
should be as perfect as possible, and therefore I prefer to effect the
signalling by a separate exhaust pipe, so that the exhaust in that pipe
working the brakes may not be interfered with. If the stop-cock 6 be
fixed in the pipe a instead of in the pipe e, then the working of the
signal also effects the working of the brakes.
The signalling apparatus I prefer to employ and to actuate by the
arrangements described, is that described and represented in the Specifi-
cation of Letters Patent granted to me, bearing date the 30th day of
April, 1874, but I do not limit myself thereto.
In order to enable the porter, who has to couple and uncouple
carriages, to destroy the vacuum in the small cylinder g, and thereby
throw the brakes out of action, a communication pipe connected with
the said small cylinder 9 is conducted to the outside of the carriage and
closed by a stop-cock. By opening the stop-cock the vacuum in the
small cylinder 9 is destroyed and the brakes released. When the
signalling apparatus is not applied the three-way cock 6 is not wanted,
and the pipe described may in such case be conveniently applied at the
point 6, where the three-way cock is represented in the Drawing; but
any other position by which the vaccuum in the cylinder 7 can be
destroyed may be adopted.
Having now described the nature of my Invention and the manner
in which the same is to be performed, I wish it to be understood that
I do not limit myself to the precise details herein described and
illustrated, as the same may be varied without departing from the nature
of my Invention; but I claim as my Invention,―
First. The improvements in working the brakes of railway trains
herein-before described and illustrated in the accompanying Drawings,
that is to say, working the said brakes by means of mechanism con-
sisting essentially of two rigid cylinders or chambers (by preference of

page_text: different diameters) with elastic pistons or diaphragms, the said cylinders
or chambers being connected with an exhaust pipe in the manner
described and illustrated, the elastic pistons or diaphragms being
connected with a lever or levers by which the brake blocks are held out
of action so long as the exhaust is maintained in both the said cylinders
or chambers, but are brought into action when by the rupture of the
train or by the action of the guard or other person or otherwise, the
exhaust is destroyed in one of the said cylinders or chambers, the parts
being constructed, arranged, and operating substantially as described and
illustrated.
Secondly. The improvements in signalling on railway trains by means
of a vacuum or exhaust, as herein-before described and illustrated in
the accompanying Drawings.
In witness whereof, I, the said Richard David Sanders, have here-
unto set my hand and seal, this Twenty-fourth day of December,
in the year of our Lord One thousand eight hundred and seventy-
five.
Witness,
0
FRA. SANDERS,
Sol.,
Birmingham.
RICHARD DAVID SANDERS. (L.S.)