IMPROVEMENTS IN RAILWAY BRAKES
Year: 1873

page_text: LETTERS PATENT to George Haseltine, of the "International Patent
Office," Southampton Buildings, London, Doctor of Laws, for
the Invention of "IMPROVEMENTS IN RAILWAY BRAKES." -A com-
munication from abroad by William M. Henderson, of Philadelphia,

page_text: communicated to me from abroad by William M. Henderson, of
Philadelphia, Pennsylvania, United States of America.
NOW KNOW YE, that I, the said George Haseltine, do hereby declare
that the following Complete Specification, under my hand and seal,
fully describes and ascertains the nature of the said Invention, and
in what manner the same is to be performed, in and by the following
statement, reference being had to the accompanying Drawings forming
part of this Specification :-
This Invention consists in one or more cylinders and pistons, expansible
vessels or vessel having a diaphragm moved by fluid pressure connected
by levers or other equivalent mechanism, to press the brake blocks to
the wheels and receiving such fluid pressure from the elastic force of the
steam in the boiler, either of the locomotive or a separate boiler for the
purpose, taken preferably at a point below the water surface, and
transmitted through practically incompressible fluids contained in
suitable connecting tubes leading to the several cylinders or expansible
vessels or diaphragms.

page_text: power can be employed directly to the purpose of operating the brakes
as would be the case were it used through the medium of auxiliary
machinery as heretofore invariably employed, all of which is by this
improvement dispensed with, and rendered unnecessary.
To take the pressure off the pressure cylinders and release the brakes,
the engine driver will turn the plug of the two-way cock again, so as to
open a communication with the water tank, as shown by Figure 4.
This operation also shuts off all communication with the boiler and of
course destroys the hydraulic pressure. Springs J are arranged for
acting on the brake rods to throw the brakes off, and carry the pistons
of the pressure cylinders back to the end of these cylinders. The
surplus water owing to the recoil of the pressure pistons will be
discharged into the water tank, preventing any waste.
The pipe leading from the cock to the boiler should be as short as
possible by placing the cock as near the boiler as practicable in order to
avoid loss from radiation. The main will thus be charged to near its
whole extent with water from the tank, reducing the amount withdrawn
from the boiler to the minimum required to impel the pistons of the
pressure cylinders.
It will be observed in the Drawing that there is a stop arranged
between the body of the two-way cock and its plug in such manner that
the plug can never be turned so as to open a communication between
the boiler and the tank.
In order that the force of applying the brakes shall not be of an
objectionable knocking or jarring nature I have provided means for
controlling their action; the first, an air vessel K, is arranged in close
proximity to the brake cylinders which will furnish a cushion of air to
relieve all such concussions or jarring. The compression of this air will
also react upon the fluid when the brakes are released to force the same
back through the main to the tender tanks; the second springs of
rubber L or other elastic material are placed between the brake blocks
and the thrusting lever. The transmission of the force employed to
operate the brakes will then be subject to a cushioning or deadening of
the harsh effect, which would otherwise be produced by a rigid contact.
For those countries where the coldness of the climate would cause the
water employed as above described to freeze, and to become inoperative

page_text: consists in a cylinder D furnished with suitable cocks E, F, and G,
check valve H, and tank I, to supply a non-freezing fluid for the purpose
of operating the brake cylinders, such as glycerine or a mixture of
glycerine and water, petroleum, or other substances of a similar character
as may be found best adapted to the purpose. D is a cylinder truly
bored and into which is fitted a piston as shewn furnished with weights
of cast-iron to facilitate its return to the starting point after the brakes
have been operated.
Instead of a piston moving in a cylinder a flexible diaphragm or
bellows might be used to answer the same purpose, as the pressure on
either side of whatever is interposed will be the same during its
operation; the medium is therefore a mere separator preventing the
fluids on either side of it from commingling. This cylinder is connected
to the main O by a short tubular connection as shewn furnished with a
stop-cock E; leading away from the other end of this cylinder is
another tube connection which makes an advanced connection with the
mains, and is also furnished with a stop F. Between the point of
junction of these two connections there is placed another stop-cock G.
This device will only be required in those climates where a liability to
freezing of water would occur, and is only necessary during such a
period, and altogether unnecessary in temperate latitudes. It may be
made attachable to the main by union couplings, and can be altogether
renewed during the greater part of the year in all countries situate in
the temperate zones. It can be brought into play or isolated at any
time by a proper adjustment of the several cocks; for instance, if the
cocks E and F are shut and G opened the brakes will be operated
entirely by water from the tender tank according to the method first
described. Its operation is as follows:-The cylinder D is filled with a
non-freezing liquid preferably glycerine and water in equal parts; the
cock G will be closed and E and F opened; direct communication with
the main leading to the brake cylinders is now shut off, and whatever
fluid is used to operate their pistons must come solely from the
cylinder D, which is made of a capacity to contain sufficient fluid
to charge the maximum number of brake cylinders usually employed
on a train of carriages. In order that this cylinder D shall remain

page_text: at all times charged with fluid a tank or reservoir I is provided.
The pipe proceeding from this tank to the cylinder D has a check
valve H fitted to it opening toward the cylinder, so that this result must
be fully accomplished. A disposition of the fluid to return to the tank,
consequent upon the projection of the piston in the cylinder D, is
checked at once by the closing of the valve H, as will be seen by
reference to its action. The effect of bringing this attachment into use
will in no wise change the principle of operation as first described. Its
operation will be readily understood from the following:-In putting
on the brakes when the plug of the two-way cock is turned, as shewn by
Figure 5, the pressure within the boiler will be exerted upon the lower
side of the piston within the cylinder D, and produce a hydro-dynamic
pressure equal to the pressure within the boiler upon cach square inch of
its surface, which will be transferred in turn to the fluid on the other side
of it, and which again will communicate the same pressure per square
inch to the area presented by the pressure cylinder pistons.
To take the brakes off the engine driver will turn the plug of the two-
way cock so as to open a communication with the water tank, as shewn
by Figure 4. This operation shuts off all communication with the boiler
and relieves the hydraulic pressure. The hot water under pressure
being freed by this movement will find an avenue of escape into the
water tanks by the connection shewn in Figure 1, marked 3, 3. The
fluid after having performed its duty will return to the cylinder D, as
the piston therein makes room for it. The recoil of the brake pressure
pistons being brought about by the springs J, as before explained, it is
obvious that instead of using recoil springs the piston can be brought
back by the same motive power which impels them forward by simply
arranging the pipes and cocks to suit such double action. There are
many ways in which this can be done. The entire apparatus pertaining
to the several cocks and pipes could be duplicated. The second pipe
connecting with the other end of the brake cylinder, so as to bring the
piston back in a way that can be readily understood, or instead of using a
two-way or three-branched cock a three-way or four-branched cock could
be employed, the additional nozzle making a connection with the other
end of the brake cylinder, and while I advocate the direct employment
of the pressure existing beneath the steam line for the reasons that no
loss from condensation can take place, it is manifest that the steam
above the water line may be used to produce substantially the same

page_text: results, subject to an objectionable loss from condensation (such a con-
nection will be found to be indicated by the dotted lines in Figure 1).
In either case the pressure employed to operate the brakes is the same
pressure of steam within the boiler, whether it acts upon the hot water
immediately in contact with it to operate the brakes as I have explained,
or whether it be conveyed by a pipe as indicated so as to act upon the
column of cold water in the main C, or whether the steam pressure be
brought to act upon the one side of the intermediate cylinder D, instead
of the hot water under the same pressure.
An arrangement of the apparatus possessing greater simplicity and
cheapness of construction, and less liable to disarrangement than the
cylinders and brake operating pistons is shown in Figures 6 and 7. It
consists in a chamber marked A¹ having diaphragms B1 and B2 secured
thereto by flanges C¹ and O³, and plungers D' and D³ bearing against
said diaphragms B' and B³. The opposite ends of the plungers D' and D*
bear directly upon the break beams E¹ and E³, which bear brake shoes
marked F, opposing each wheel. Upon liquid pressure being admitted
to the vessel A¹, the diaphragms press the plungers D₁ and D³, and
through the medium of the brake beams E¹ and E³ force the brake
shoes F against the wheels.
The arrangement shewn in Figures 8 and 9 is an adaptation of this
Invention to railway trucks where the brakes are applied at the ends of
the truck instead of between the wheels, as shewn in the two preceding
Figures, and exemplifies a further simplification or reduction in number
of parts. It consists of a chamber A³ fastened upon the outer side of
the brake beam E, and provided with a single diaphragm B³ secured by
a flange C³. A plunger D³ bears against the diaphragm and transmits
any fluid pressure exerted in the chamber A³ to the yoke D', which
being connected to a brake beam E¹ by the bolts × × draws the several
brake shoes F against the wheels. The elasticity of the pipe con-
necting the chamber A³ into the boiler is sufficient to permit tho
requisite amount of motion in the brake beam E connected with the
vessel A during the operation of applying or relieving the brakes. This
same modification of construction may be applied when the brakes are
located between the wheels, and one diaphragm only employed instead
of two, as shewn in Figure 6 and 7.

page_text: operating cylinders and pistons, or diaphragms and plungers with a water
tank and a steam boiler, so that the several cylinders or chambers
with diaphragms are primed from the water tanks before the steam
boiler pressure is applied, and when the steam boiler pressure is relieved
the heated water abstracted from the boiler is emptied from the tube
into the tank with the feed water, and loss of heat is avoided.
Second. The arrangement of cylinder and floating piston, or of a
vessel with a flexible diaphragm to separate a non-freezing fluid from
the water of the tank and boiler.
Third. The vessel or reservoir marked I in Figures 1 and 2, in
combination with the vessel having the floating piston or diaphragm
above described to contain and supply without waste the non-freezing
fluid.
Fourth. The chamber with diaphragms and plungers directly applied
to the brake beams, as shewn in Figures 6, 7, and 10.
Fifth. The arrangement of chambers with a single diaphragm and
plungers, as shewn in Figures [8, 9, and 11, whether applied by the
bolts X X to brakes outside of the wheels or directly to brakes between
the wheels of the trucks.
In witness whereof I, the said George Haseltine, have here-
unto set my hand and seal, this Seventh day of November,
in the year of our Lord One thousand eight hundred and seventy-
three.
Witness,
HY. J. NOONE,
8, Southampton Buildings,
London.
GEORGE HASELTINE. (L.B.)