IMPROVEMENTS IN RAILWAY BREAK APPARATUS AND APPLIANCES USED IN CONNECTION THEREWITO
Year: 1879

page_text: LETTERS PATENT to Edward Dunning Barker, 'of 45, Bedford Row, in the
County of Middlesex, for the Invention of "IMPROVEMENTS IN RAILWAY BREAK
APPARATUS AND APPLIANCES USED IN CONNECTION THEREWITO."
Sealed the 8th April 1879, and dated the 18th January 1879.
PROVISIONAL SPECIFICATION left by the said Edward Dunning Barker at
the Office of the Commissioners of Patents on the 18th January 1879.
EDWARD DUNNING BARKER, of 45, Bedford Row, in the County of Middlesex.
"IMPROVEMENTS IN RAILWAY BREAK APPARATUS AND APPLIANCES USED IN CON-
NECTION THEREWITH."
This Invention has for its object improvements in railway break apparatus and
appliances used in connection therewith.
In order to make a break worked by fluid under pressure automatic or self
applying in case of severance of the tube containing such fluid, I fix under each
vehicle to which breaks are attached two separate chambers containing in each
either a ram or piston; each ram or piston is loaded by a spring, and the liquid
under pressure, admitted to the chambers from the tube, overcoming the resistance
of these springs, forces the rams or pistons to the top of the chambers; each chamber
thus contains fluid under pressure. One chamber is to supply fluid under pressure
to apply the breaks, and is fitted with a back stop valve; the other chamber is
fitted with no back stop valve, so that on the tube, which I call the automatic
supply tube, becoming broken, the fluid is free to escape from this chamber, and the
spring forces the rain or piston of the chamber to the bottom of its stroke. The
movement of this ram or piston is made to open a valve, by means of which the
fluid under pressure in the first mentioned chamber is allowed to pass from there
and exert its force on any ram or piston actuating the breaks, and forcing [them
against the wheels.
On the automatic pipe becoming broken and the ram or piston being forced to
the bottom of the stroke, the valve, which moved by the rain or piston, is made
not only to open communication from chamber under each carriage containing fluid
under pressure to the break cylinder, as before explained, but also to close the
LD
037

page_text: communication between the pipes which contain fluid, by which the breakз are in
the ordinary course applied from the engine or guard's van, the break cylinders and
other pipes running under the carriages.
Fluid under pressure can be supplied to the automatic supply tube by machinery
either on the engine or on the guard's van.
In order that the hose or flexible pipes which serve as connections between the
carriages to couple up the automatic supply pipe of the several carriages may be
readily uncoupled, and the escape of fluid under pressure at the same time pre-
vented, I employ a combined coupling and cocks arranged in the following
manner-I employ a kind of bayonet coupling so arranged that a quarter turn of
one handle is made to grip the swivel tied into the hose into close contact with a
cock, the joint being made tight by two india rubber rings. In moving this handle
a quarter turn I cause it to move the plug of the cock a quarter turn; the end of
the plug of this cock when brought in contact with the swivel end of the hose by
means of the bayonet joint before alluded to is made to turn a plug fitted into the
swivel, and in this way at the same time as a quarter turn is given to uncouple the
hose this movement, by turning each plug a quarter turn, prevents the escape of
fluid, and vice versa; on coupling up the hose the quarter turn of the plug opens
the cocks as is required; the bayonet joint is also arranged in such a manner as to
ensure that, when coupling up, the two plugs shall be in a right position to one
another, and so prevent the possibility of one plug being open and the other shut
when the coupling up is completed.
The flexible pipes or hose which serve as connections between the pipes of the
break apparatus of the several carriages I protect and strengthen by winding wire
externally in a spiral coil around them.
In the pump used for pumping the fluid under pressure I employ a piston, which
I keep tight by employing a ring of leather, lignum vitæ, or other suitable
material similar to a metallic ring, only without a cut in it, to allow it to expand ;
inside this leather ring I enclose a metallic ring cut as an ordinary piston ring; the
object of this is to spring the leather ring out, and keep it in close contact with the
cylinder.
I employ two such packings of complete and split rings for each piston. Such
packings being in separate grooves in the piston, and the water under pressure
being admitted behind the rings in one groove from one end of the piston and to the
other groove from the other end, the same construction of packing may be used
with the pistons of the break cylinders.
The above arrangements are not only applicable to breaks worked by fluid under
pressure, but also to vacuum breaks.
In some cases, in order to put under pressure the fluid by which pressure breaks
are actuated, I in some cases employ a friction wheel running either on the peri-
phery of one of the running wheels or a drum fixed on the axle of a vehicle, and
so arranged that on this friction wheel being forced against the revolving wheels by
any suitable arrangement the friction wheel is made to rotate, and in so doing I
cause it to wind up a chain or rope; this chain or rope is so arrauged as to lift a
ram or piston working in a cylinder (the cylinder being full of fluid); on the ram
being forced in by means of the chain, fluid is expelled; this fluid by pipes is con-
nected with the break cylinders actuating the break blocks, and therefore as the
ram is more or less powerfully fixed in by means of the friction wheel being more
or less powerfully forced in contact with the revolving wheels, and thus bringing
greater strain to bear on the chain by means of this ram, the fluid is more or
less powerfully expelled, and the breaks are thus applied with any degree of force
desired.
In cases where great leverage is required for applying the break blocks, instead
of using several levers as is now frequently the case, I mount on the break shaft an
eccentric, and by turning this eccentric the breaks can be applied as desired; the
amount of leverage can be regulated in a simple manner and with the greatest ease
by varying the throw of the eccentric.

page_text: In order that the driver or guard of a train may at all times know at what
speed the train is travelling, and so know to what degree it is necessary to apply
the breaks when it is desired to stop the train, and also when the breaks have
been applied to know how quickly the speed of the train is being reduced, I pro-
vide a speed indicator by means of which the miles per hour the train is running
can at once be seen.
In speed indicators before proposed there is excessive vibration of the pointer or
index Singer which indicates the speed; to get rid of this excessive vibration I
employ a small piston working loosely in a cylinder filled with oil or other suitable
liquid; the piston when moved slowly, it will be evident when connected with the
pointer, will not affect the delicacy of its movement, but any vibratory action will
be prevented by the oil or other liquid not being able to pass the piston rapidly
enough to permit of it.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Edward Dunning Barker in the Great Seal Patent Office on the
18th July 1879.
EDWARD DUNNING BARKER, of 45, Bedford Row, in the County of Middlesex.
"IMPROVEMENTS IN RAILWAY BREAK APPARATUS AND APPLIANCES USED IN CON-
NECTION THEREWITH."
This Invention has for its object improvements in railway break apparatus and
appliances used in connection therewith.
In order to make a break worked by fluid under pressure automatic or self
applying in case of severance of the tube containing such fluid, I fix under each
vehicle to which breaks are attached two separate chambers containing in each
either a ram or piston; each ram or piston is loaded by a spring, and the liquid
under pressure, admitted to the chambers from the tube, overcoming the resistance
of these springs, forces the rams or pistons to the top of the chambers; each chamber
thus contains fluid under pressure. One chamber is to supply fluid under pressure
to apply the breaks, and is fitted with a back stop valve; the other chamber is
fitted with no back stop valve, so that on the tube, which I call the automatic
supply tube, becoming broken, the fluid is free to escape from this chamber, and the
spring forces the ram or piston of the chamber to the bottom of its stroke. The
movement of this ram or piston is made to open a valve, by means of which the
fluid under pressure in the first mentioned chamber is allowed to pass from there
and exert its force on any ram or piston actuating the breaks, and forcing them
against the wheels,
On the automatic pipe becoming broken and the ram or piston being forced to
the bottom of the stroke, the valve, which is moved by the ram or piston, is made
not only to open communication from the chamber under each carriage containing
fluid under pressure to the break cylinder, as before explained, but also to close the
communication between the pipes which contain the fluid, by which the breaks are
in the ordinary course applied from the engine or guard's van, and the break
cylinders and other pipes running under the carriages,
Fluid under pressure can be supplied to the automatic supply tube by machinery
either on the engine or on the guard's van.
Figure of the Drawings hereunto annexed shows a plan view, Figure 2 a side
view, and Figure 3 a horizontal section of the two chambers and apparatus in con-
nection therewith arranged as above described.
The arrangement shown in these Drawings constructed for working with water
or other liquid under pressure, but a similar arrangement might be used when air or
other seriform fluid under pressure is used instead of a liquid.
A is the chamber for containing a supply of fluid under pressure for applying the
breaks automatically in case of any accidental parting of the train of carriages to
which the system of breaks is applied; it is provided with a piston or ram B pressed
upon by a coiled spring C. D is a smaller chamber fitted with a ram or piston E
pressed upon by a spring F. Water under pressure is continuously supplied to the
chamber D through the opening D' from a pipe which I call the automatic supply
tube, and which runs from end to end of the train and is kept supplied with fluid
under pressure by apparatus either on the engine or on the guard's van. From the
end of the chamber D a pipe passes to the end of the chamber A and conducts the
fluid under pressure to this chamber, thus the pistons or rams of both chambers are
kept pressed outwards to the end of their stroke. At the end of the pipe which
leads into the chamber A from the chamber D there is a stop valve G to prevent
fluid passing back from A to D. The ram or piston E of the chamber D extends
through a valve chamber H, and through the ram or piston a slot is formed in which
is placed a small valve I pressed outwards from the slot by a coiled spring against
the valve face of the valve chamber. In this valve face are two ports, one port K

page_text: leading to the chamber A, the other port L opening into a passage which by a union
at M is coupled to a branch pipe from the main supply pipe by which fluid under
pressure is supplied to the break cylinders when the breaks are to be applied in the
ordinary course. From the valve chamber there is also another passage which by
a union at N is connected with a pipe leading to the break cylinders. When the
chamber D is filled with fluid under pressure, and its rain or piston is pressed
outwards to the end of its stroke, the valve I closes the port K and prevents the
escape of liquid from the chamber A, but the port L is uncovered and fluid under
pressure can pass through it from the main fluid supply pips to the break cylinders
whenever the breaks are required to be applied in the ordinary course.
Should
however there be an accidental severance of the train, and the automatic supply
pipe before mentioned become broken, the fluid in the chamber D will escape and
its rain or piston will be forced inwards by the spring which presses upon it. The
valve I will by this movement be brought over and close the port L, and at the
same time uncover the port K; fluid under pressure will then be forced from the
chamber A through this port to the break cylinders, and the breaks will be applied
automatically. Should it be desired at any time to throw out of action the above
described automatic arrangement on any one or other of the carriages of a train, it
can at once be done by turning a crank or eccentric O into such a position that it
shall coine against a hook P at the end of a rod which extends back from the piston
or ram E of the chamber D, and so hold back this piston or ram and prevent the
valve I from being shifted even though the chamber D is not kept filled with water
under pressure.
I prefer that means should be provided for readily turning the
crank or eccentric O from either side of the carriage. An arrangement for effecting
this is shown at Figure 4 which is a plan view of part of the framework of a
carriage with apparatus such as above described applied to it. Figure 5 is a side
view; and Figure 6, an end view of the parts shown at Figure 4. The axis (1 of
the eccentric has on it a crank arm; this arm is coupled by a connecting rod to one
arm of a T lever Q. From the two other arms of this lever rods R are conducted
one to one side of the carriage and the other to the other side of the carriage, s0
that by drawing outwards or pushing inwards either of these rods a quarter turn
may be given to the axis of the eccentric. In these Figures the automatic supply
pipe is shown at S, and the ordinary main supply pipe at T. U are couplings
which connect the portion of the main supply pipe on one carriage with the portion
of the main supply pipe on the next carriage; and V, the couplings for the automatic
supply pipe; W are the break cylinders for applying the breaks; X is a tap on the
pipe leading to these cylinders; and Y, Y, are rods passing one to one side of the
carriage, and the other to the other side, by which this tap can be readily opened or
closed so that the break apparatus on any one or other carriage of a train can be
altogether put out of netion should it be desired to do so.
In order that the hose or flexible pipes which serve as connections between the
carriages to couple up the automatic supply pipe of the several carriages may be
readily uncoupled, and the escape of fluid under pressure at the same time
prevented, I employ a combined coupling and cocks arranged in the following
manner :-
I employ a kind of bayonet coupling so arranged that a quarter turn of one
handle is made to grip the swivel tied into the hose into close contact with a cock,
the joint being made tight by two india rubber rings. In moving this handle a
quarter turn I cause it to move the plug of the cock a quarter turn. The end of
the plug of this cock when brought in contact with the swivel end of the hose by
means of the bayonet joint before alluded to is made to turn a plug fitted into the
swivel, and in this way at the same time as a quarter turn is given to uncouple the
hose. This movement by turning eich plug a quarter turn prevents the escape of
fluid, and vice versa, on coupling up the hose. The quarter turn of the plug opens
the cocks as is required; the bayonet joint is also arranged in such a manner as to
ensure that when coupling up the two plugs shall be in a right, position to one

page_text: another and so prevent the possibility of one plug being open and the other sout
when the coupling up is completed.
Figure 7 shows a side view; Figure 8, a section; and Figure 9, a plan view of a
combined coupling and cocks constructed as above described.
In these Figures A is a cock, the shell of which is secured to the frame of one
carriage; B is another cock at the end of a flexible pipe coupled to the end of the
length of fluid supply pipe on the next carriage. The plug of the cock A is
prolonged beyond the shell in which it works, and is formed square at its end to
enter n corresponding recess in the plug of the cock B. Around the end of the
shell of the cock A is a screw thread on to which screws a ring C shown separately
at Figures 10 and 11. The ring C has projecting from it a lever handle by which
it can be turned, and also two lugs Cx to hook over other lugs projecting from the
shell of the cock B. The ends of the shells of the two cocks which come together
each carry an elastic washer. When the two cocks are brought together end to end
the plug of the cock A enters the recess in the plug of the cock B, a quarter turn
is then given to the ring C by its lever handle, and the lugs on the ring engage
with the lugs Bx on the shell of the cock B, and as the ring C screws on to the shell
of the cock A it draws the elastic washer carried by the cock B tightly against the
washer carried by the cock A and forms a tight joint between then, at the same
time the plug of the cock A is turned so as to open it by means of an arm D which
is secured to the plug of this cock and which enters a recess E on the exterior of
the ring so that as the ring is turned and the two cocks drawn together, the cock A
is simultaneously opened. As the plug A of the cock is turned the plug of the
cock B is compelled to turn with it, and so the two cocks are simultaneously opened,
or when the ring is turned in a direction to release the one cock from the other then
the two cocks are simultaneously closed. When the shells of the two cocks are
brought together the lugs B× of the shell B enter between corresponding pro-
jections Ax from the face of the shell A, and the ring C being turned by its handle
the lugs C* upon it pass over the lugs Bx, and the ring working along the screw
the two shells are drawn together. There is a finger Č×× on the ring C which
coming against the stop pin Ax x on the shell A prevents the ring unscrewing too
far. The sliding bolt F engages with a projection C¹ on the ring C and prevents it
turning except when the bolt is pushed back by the two parts of the coupling
being brought together. By inserting the part B in its place the bolt is forced back
until the notch in it comes to a place where the projection C on the ring can pass
through it, but at other times the bolt prevents the cock from being accidently
opened.
The flexible vulcanized india rubber pipes or hose which serve as connections
between the pipes of the break apparatus of the several carriages
protect and
strengthen by winding wire externally in a spiral coil around them, as shown at
Figure 12. In the pump used for pumping the fluid under pressure, I employ a
piston which I keep tight by employing a ring of leather, lignum vitæ, or other
suitable material similar to a metallic ring, only without a cut in it, to allow
it to expand, inside this leather ring I enclose a metallic ring cut an
ordinary piston ring, the object of this is to spring the leather ring out and keep it
in close contact with the cylinder.
Such
I employ two such packings of complete and split rings for each piston.
packings being in separate grooves in the piston and the water under pressure
being admitted behind the rings in one groove from one end of the piston, and to
the other groove from the other end, the same construction of packing may be used
with the pistons of the break cylinders.
Figure 13 shows a section of a piston packed in the manner above described; A
is the piston rod; B is the central ring of the piston, and C, C, are two end pieces
drawn against its two opposite sides by a nut on the piston rod, as shown. Around
the inner end of each piece C is a groove in which is a complete ring D of leather,
pressed outwards by a slit ring E of hard brass or steel; F is a small passage in
each piece C leading from the groove which contains the packing rings to the back

page_text: and front of the piston respectively for admitting liquid under pressure behind the
packing rings in the grooves, as above described.
The above arrangements are not only applicable to breaks worked by fluid under
pressure but also to vacuum breaks.
In some cases in order to put under pressure the fluid by which pressure breaks
are actuated I, in some cases, employ a friction wheel running either on the periphery
of one of the running wheels or a druin fixed on the axle of a vehicle, and so
arranged that on this friction wheel being forced against the revolving wheels by
any suitable arrangement, the friction wheel is made to rotate, and in so doing I
cause it to wind up a chain or rope; this chain or rope is so arranged as to lift a
ram or piston working in a cylinder (the cylinder being full of fluid); on the ram
being forced in by means of the chain, fluid is expelled; this fluid by pipes is con-
nected with the break cylinders actuating the break blocks, and therefore as the
rain is more or less powerfully forced in by means of the friction wheel being more
or less powerfully forced in contact with the revolving wheels, and thus bringing
greater strain to bear on the chain, by means of this ram the fluid is more or less
powerfully expelled, and the breaks are thus applied with any degree of force
desired.
Figure 14 shows a side view and Figure 15 a section of a hydraulic cylinder and
ram worked by a chain, as above described.
A is the cylinder supplied with liquid through a pipe connected to it at B, and
furnished with a stop valve to prevent liquid passing back from the cylinder. The
cylinder has also connected to it at C another pipe which is led away to the
bydraulic break cylinders by which the break blocks are forced against the wheels
of the carriage.
The cylinder A is secured to a frame D, which is fixed to the
carringe; the frame D has attached to it a chain E, this is led over a pulley carried
by the ram F of the cylinder and also over another pulley on the fratne D, and is
then led back and is secured to a shaft which carries near one of its ends a friction
wheel. The bearing of this end of the shaft is moveable towards or away from one
of the wheels of the carriage, so that the friction wheel may either be forced against
the carriage wheel or moved away from it. When the friction wheel is brought
into contact with the carriage wheel the breaks are applied, as before explained.
This arrangement is specially applicable for use on what are known as slip carriages,
which are required to be detached from the rear end of a train in motion at an
intermediate station whilst the remainder of the train passes on without stopping.
In order that the driver or guard of a train may at all times know at what speed
the train is travelling, and so know to what degree it is necessary to apply the
breaks when it is desired to stop the train, and also when the breaks have been
applied, to know how quickly the speed of the train is being reduced, I provide
a speed indicator by means of which the miles per hour the train is running can at
once be seen.
In speed indicators before proposed there is excessive vibration of the pointer or
index finger which indicates the speed; to get rid of this excessive vibration I
employ a small piston, working loosely in a cylinder filled with oil or other suitable
liquid. The piston is connected with the pointer and when moved slowly will not
affect the delicacy of its movement, but any vibratory action will be prevented by
the oil or other liquid not being able to pass the piston rapidly enough to permit
of it.
A convenient way of employing a cylinder containing liquid and a loose fitting
piston in combination with a speed indicator is shown at Figure 16. A is a pinion
on the axis of the pointer by which the speed is indicated; B, a toothed arc which
gears with the pinion and transmits motion to it from the operative parts of the
indicator which may be of any ordinary construction; C is a piston with its rod
jointed to the arc B. The piston works loosely in the cylinder D, which is filled
with oil.

page_text: Having thus described the nature of my Invention, and the manner of performing
the same, I would have it understood that I claim,-
First. The combination in automatic or self-applying railway break apparatus of
two chambers, each fitted with a spring loaded ram or piston and kept filled with
fluid under pressure from a supply pipe, the piston or ram of one chamber being
arranged to shift a valve whenever the supply pipe is broken and so open a com-
munication between the other chamber and the break cylinders, and thereby allow
the fluid under pressure in this latter chamber to apply the breaks.
Second. The combined arrangement of automatic or self applying railway break
apparatus, substantially as herein before described and illustrated in the Drawings
annexed.
plugs,
or it might be discs, substantially as herein before described, and illustrated at
Figures 7, 8, and 9.
Third. The combined arrangement of coupling and cocks having rota
Fourth. The employment of flexible vulcanized india rubber pipes protected by
wire closely wound in a spiral coil externally around them, to connect the pipe or
pipes of railway break apparatus on one carriage with the pipe or pipes of the
break apparatus on the carriages which are coupled to it.
Fifth. The packing of the pistons of break cylinders and of pumps with com-
plete rings of leather or other suitable material pressed outwards by split rings of
metal substantially as herein before described.
Sixth. The construction of the pistons of the break cylinders and pumps, sub-
stantially as herein before described, and shown at Figure 13.
Seventh. The combined arrangement of apparatus for applying breaks to the
wheels of railway carriages, substantially as herein before described with reference
to Figures 14 and 15.
Eighth. The combination with a speed indicator of a piston working loosely in a
cylinder filled with oil or other suitable liquid for the purpose herein before
described.
In witness whereof, I, the said Edward Dunning Barker, have hereunto set
my hand and seal, this Eighteenth day of July, in the year of our Lord
One thousand eight hundred and seventy nine.
EDWARD D. BARKER. (L.S.)