A HYDRO-ELECTRIC BRAKE APPLICABLE TO ALL ROTATING OR ROLLING MACHINES, EITHER STATIONARY OR MOVABLE, AND SPECIALLY TO RAILWAY TRAINS
Year: 1878

page_text: LETTERS PATENT to William Morgan-Brown, of the Firm of Brandon and
Morgan-Brown, Engineers and Patent Agents, of 38, Southampton Buildings,
London, and 1, Rue Laffitte, Paris, for the Invention of "A HYDRO-ELECTRIC
BRAKE APPLICABLE TO ALL ROTATING OR ROLLING MACHINES, EITHER
STATIONARY OR MOVABLE, AND SPECIALLY TO RAILWAY TRAINS."
A com-
munication from abroad by Jules Sabatier, Engineer, and Louis Pouget,
Engineer and Director of the Telegraphic Lines, both of Montpellier, France.
Sealed the 26th July 1878, and dated the 25th May 1878.
COMPLETE SPECIFICATION filed by the said William Morgan-Brown at the
Office of the Commissioners of Patents on the 25th May 1878.
WILLIAM MORGAN-BROWN, of the Firm of Brandon and Morgan-Brown, Engineers
and Patent Agents, of 38, Southampton Buildings, London, and 1, Rue Laffitte,
Paris. "A HYDRO-ELECTRIC BRAKE APPLICABLE TO ALL ROTATING OR ROLLING
MACHINES, EITHER STATIONARY OR MOVABLE, AND SPECIALLY TO RAILWAY
TRAINS." A communication from abroad by Jules Sabatier, Engineer, and Louis
Pouget, Engineer and Director of the Telegraphic Lines, both of Montpellier,
France.
The object of the present application is a hydro-electric brake applicable to all
rotating or rolling machines, either stationary or movable, and specially to railway
trains, which I denominate the Sabatier and Pouget hydro-electric brake, and in
which the desired results are obtained by the novel application of electricity and
water pressure created by a novel construction of pump. The form, strength, and
dimensions of these brakes may be varied according to requirements.
The Sheet of Drawings hereto annexed represents this new brake drawn one
quarter size, and applied to the axle A, A', Figure 1, of a railway vehicle.
The brake consists of two cast-iron cylinders N, N', Figure 1, made fast on the
axle A, A', by means of feather keys t, t¹, Figures 1 and 8, and separated by a
central cylindrical apparatus o, o¹, Figures 1 and 2, which is loose on the axle, and

page_text: carries a connecting rod Y, Figures 1 and 3, which compresses the brake blocks S
by means of a wrought-iron arm fixed solidly on an axle R, Figure 3 bis, with
which it forms thus one piece, in the same as the cast-iron cylinders N, N¹, them
selves form one piece with the axle A, A', of the Figure 1.
This compressing motion of the brake blocks may be replaced by the following:-
Instead of acting on the wheels by means of blocks the compressing action may be
made direct on the axle itself, and the same result is thus obtained with simplicity
and economy of construction. Figure 3 shows this arrangement, which has the
advantage of suppressing the brake blocks, for according to this arrangement the
connecting rod Y is fixed to the vehicle itself at W, Figure 3, by its extremity
opposed to the one which is fixed to the central mechanism 0, 01, Figure 1, and
thus prevents in all directions that the central mechanism be carried round, so that
the stoppage will take place nearly by the friction of the plates L, L', Figures 1
and 2, against the cylinders N, N¹. The pump F, F, and F", of this apparatus,
Figures 1, 4, and 6, is worked by a piston E, E, Figures 1 and 6, to which a
rectilinear to-and-fro motion is imparted at each revolution of the boss N, Figure 1,
by means of a helicoidal groove B, B', (the forin, width, and depth of which may
vary according to the strength of the entire apparatus), into which one extremity
of the bar C, C, which is attached to a slide D, D', Figures 1, 6, and 8, whilst its
other extremity is attached to the piston E, E', of the pump. The extremity of the
bar C, C, where it enters the groove B, B', may be provided with a friction roll for
diminishing the friction in the groove.
The pump acts by drawing and forcing the liquids used; on being drawn out the
piston draws water from the reservoir G, Figures 1, 4, and 6, the capacity of which may
vary as may be required, and on its re-entering the same forces the water through the
pipes H, H, Figures 1, 6, and 7, into the chambers I, I¹, Figure 2, in which are
situated depressed pistons K, K. These two pistons are screwed into the circular
plate L, Figures 1 and 2, and the pressure of the water in their heads M, M³,
Figure 2, brings it in contact with the cast-iron cylinder N keyed fast on the axle of
the vehicle with sufficient pressure to stop the rotation of the axle rapidly although
gradually. The same action takes place on the cylinder N¹ on the opposite side by
means of the second circular plate L', which is solidly attached to the central
mechanism 0, 0¹, and under these circumstances this loose central mechanism, in
consequence of its lateral friction with the rotating cylinders M, M¹, is partly
carried round by the latter, whereby the connecting Y jointed to the saine at P,
Figures 1 and 3, draws the arm Y', Figures 3 and 3 bis, keyed on the cross bar R,
and thereby causes the eccentric S₁ thereto attached to compress the brake block S
against the wheel of the vehicle (the dimensions of this latter have been reduced in
the Drawing) and stops its rotation.
As above explained, the brake blocks may be entirely dispensed with; in such
case the central mechanism O, O¹, Figure 1, by the effect of its lateral pressure against
the rotating cylinders N, N', as above described, is driven round until its connecting
rod, the outer extremity of which is jointed at x', Figure 3, to a fixed part of the
vehicle, arrests this partial notion, and then the friction of the plates L, L', against
these cylinders gradually arrests their rotation. This friction is mainly detrimental
to the plates Land L¹ which are arranged in such a manner that they can be easily
changed.
The pump, like all other similar hydraulic pumps is provided with two valves U, V,
Figure 4, and when working the two-way cock X, Figure 1, is turned open so as to
establish the communication with the reservoir G, whereby the water is drawn
therefrom by the pump F, F, and F" and forced through the pipes H, H', into the
chambers I, I, Figure 2; when the cock is closed, the water returns through the same
cock, but by another opening made opposite to the preceding one, into the reservoir
G by the discharge pipe H", H11, Figure 1.
Figure 4, bis, represents the suction valve V in front and in lateral elevations.
The cock is worked at any distance and electrically. For this purpose an electric
current is transmitted by means of a commutator in the electro-magnet a, Figure 5,

page_text: the box of which is reprosented open, Figure 4, whereby the magnets attach a
piece b, which raised a flat rod Z', Figures 1 and 6, provided at its extremity with a
hook d, which is then encountered by the traversing pin f, attached to the piston rod
of the pump which carries with it this rod Z' to the end of its outward stroke, whereby
the cock is necessarily opened. This rod Z' only reassumes its first position
when the electric current ceases to hold it by no longer traversing the wires + and
- of the electro-magnet, in which case it no longer keeps the cock X forcibly open, and
this latter closes automatically by means of the balance weight Z, the weight of
which is inade sufficient for this purpose, and thus the compressed water escapes from
the press by the discharge pipes H", "", Figures 1 and 6, and then returns to
the reservoir G, thanks to the double passages of the cock X, as above described.
-
Figure 7 represents one of the faces of the central mechanism O placed between
the two cast-iron cylinders N and N'; 1 and 2 are the hydraulic compressing
pistons; 3, the axle; 4, the foot of the upright support; 5, the pump flange; 6, the
barrel of the pump; and U, the discharge valve.
Figure 8 is an end elevation of the cast-iron cylinder N, built up in two pieces,
and made fast on the axle by means of a feather key introduced in the key way t.
Both these cylinders N, N¹, and the central mechanism are cast in two pieces, united
together by strong bolts for the purpose of easily placing the same on the axle, and
removing them from the same.
The rapid working of the pump, when once the cock is open, night give rise to the
fear of a too rapid a stoppoge or instantaneous cessation of rotation of the wheels.
To avoid this, one or more safety valves may be adapted to one, several, or all the
brakes. Such valves are made by piercing a hole throughout the entire length of the
press pistons K, K', Figure 2, which hole is closed by a valve V' pressed down by
springs in such a manner that when the pressure of the water becomes excessive;
these valves yield, and allow the excess of water to escape in the direction of the
rubbing surfaces which are thereby lubricated.
A second valve B¹ can be fixed in front of the press piston K in the end of the
chamber M.
It is to be well understood that the same arrangement can be adapted to the
piston K
In order to facilitate the adjustment of the safety valves placed in the extremities
of the press piston k, Figure 2, they may be set at right angles to the position indi-
cated in said Figure, as shown in Figure 2, bis, in which case the pressure of the
springs charging the safety valves can be regulated by the screw caps L¹11 from
without a small lateral orifice, allowing the excess of water which escapes, to enter
between the friction cylinders N, N¹, and the friction plates L, L¹³, thereby lubri-
cating these substances.
A set screw or other appropriate mechanism can be employed to maintain the
screw caps L in their proper position. This new system of hydro-electric brake
can be applied on any or all the vehicles of a train, and by means of special
conducting wires from the locomotive, for instance, to each of such vehicles it is
ensily with the aid of a commutator, to operate as may be required one or all such
brakes by directing the electric current through the corresponding wires. Such
wires may also branch off to the conductor at the rear of the train, so that he can
independently of the engine driver, work any or all the brakes on the train,
by the use of iron brake blocks conjointly with the above-described safety valves,
the wheels are never entirely stopped, therefore their wear is always constantly
circular which is of a great importance as regards economy.
The reservoir G, Figure 1, as well as the pipes H, H, H, and H, may be
housed in the waggon itself, or in substances which do not conduct heat, in order to
prevent the liquid (which serves nearly indefinitely, the lost or waste being scarcely
perceptible) from being congealed. This liquid, which may according to the seasons
and climates, consists in water, alcohol more or less hydrated, or any other liquid
or mixture of liquid which cannot solidify under extreme cold. On the other hand,
it is easy to place the entire mechanism in a species of box, into which steam

page_text: derived from the boiler, can be introduced by means of a pipe, and in such case, a
temperature exceeding 100 degrees centigrade could be maintained, or the box
employed may be double that is provided with an inner or an outer lining, with a
space between, in which can be charged materials, bad conductors of heat.
With this new brake, trains composed of seventy vehicles or more can be stopped
as rapidly and sharply as may be required without any sensible shock, the arresting
resistance taking place on several points of the train simultaneously. In certain
rare cases, the cock may be worked directly by hand or by means of ropes or rods,
instead of by electricity as above stated.
It is indispensable whilst forming or dividing a freight or other train to be able
to work the brakes, electricity not being available in such cases to work the
different fractions of such trains, the requisite result can be obtained by a slight
modification in the actual brake levers for such purpose; instead of fixing invariably
the lever on its axis it should be free to turn about one quarter of a revolution on
the same.
Instead of the keyway cut in the lever being the exact size of the key on the
axle the width of the same will be extended to the required amount, and thus the
lever may be lowered or raised to a small extent without producing any useful
effect. The central mechanism 0, 0¹, Figure 1, of the apparatus will thus be
enabled to make without hindrance its slight forward or backward motion,
according to which way the train travels without being in any way inconvenienced
by the enormous weight of this lever on its axis.
A similar modification can be applied to the screw brake which does not interfere
in any way with the new apparatus; for this purpose it is sufficient to make a slot
at the end of the rod fixed on the arm, which compresses the brake blocks in order
to allow, as in the case of the lever brake, a slight motion in both directions before
producing any useful effect.
In case of violent shock or trepidation might be likely to close the cock X,
Figure 1, the rod carrying the weight may be made of soft iron, and a second
electro-magnet may be placed so that it will hold attraction (whilst the current is
passing) this rod in the position corresponding with the cock X open. In such
case the current would traverse the two magnets at the same time, and when this
current is suppressed the cock will close automatically as it has been explained
above.
Having thus explained the nature of these improvements, as well as the best
means that I am acquainted with for carrying the same into practice, I claim as the
Invention,―
Firstly. The system of utilising the power of a train in motion for arresting
or stopping the same by means of hydraulic pressure as well as the mechanism
employed for that purpose, as above described, and illustrated in the accompanying 4
Drawing.
Secondly. The method of putting the brake in and out of action by means of
electricity, as above described and illustrated in the accompanying Drawing.
In witness whereof, I, the said William Morgan-Brown, have hereunto set my
hand and seal, this Twenty-fourth day of May, in the year of our Lord One
thousand eight hundred and seventy-eight.
DRA