IMPROVEMENTS IN RAILWAY BRAKE APPARATUS, AND IN SIGNALLING, REGISTERING, AND OTHER DEVICES CONNECTED THEREWITH
Year: 1875

page_text: LETTERS PATENT to John Y. Smith, of Pittsburgh, Pennsylvania,
United States of America, now of No. 8, Southampton Buildings,
London, Engineer, for the Invention of “IMPROVEMENTS IN RAILWAY
BRAKE APPARATUS, AND IN SIGNALLING, REGISTERING, AND OTHER DEVICES
CONNECTED THEREWITH."
Sealed the 7th September 1875, and dated the 9th March 1875.
PROVISIONAL SPECIFICATION left by the said John Y. Smith at the
Office of the Commissioners of Patents, with his Petition, on the
9th March 1875.
I, JOHN Y. SMITH, of Pittsburgh, Pennsylvania, United States of
America, now of No. 8, Southampton Buildings, London, Engineer, do
hereby declare the nature of the said Invention for "IMPROVEMENTS IN
RAILWAY BRAKE APPARATUS, AND IN SIGNALLING, REGISTERING, AND OTHER
DEVICES CONNECTED THERE WITH," to be as follows:-
My Invention relates to further improvements relative to the railway
brakes described in the Specifications of former Letters Patent dated

page_text: the 23rd day of January, A.D. 1873, No. 279, and the 28th day of
August, A.D. 1874, No. 2950.
The peculiar feature of the apparatus as set forth in the said former
Specifications is the employment of an ejector and sometimes a pump
for producing a vacuum in a flexible air chamber which actuates the
brakes through suitable connections.
According to my present Invention I combine with the said ejector
pump and flexible air chamber signalling and registering apparatus,
which indicates to the guard and driver the condition of the train and
the brake apparatus, and which makes a record of the action of the said
apparatus, and which is also arranged in combination with means for
effecting communication between the guard and driver of the train, and
which permits the passengers to communicate with either the guard or
driver and to apply the brakes.
In carrying my said Invention into practice I place in the locomotive
an ejector, and in the guard's van or one or more of the carriages a rotary
or other suitable pump or exhauster which receives motion from one of the
axles of the said van or carriages. For this purpose I place on one of the
axles of the van or carriage a grooved friction wheel which gears with
another friction wheel fixed on a countershaft which is supported in adjust-
able bearings connected with a toggle joint; the said wheel is also formed
with a groove for a belt which extends to a pulley on the pump or
exhauster. When the said toggle joint is kept straight the wheel on the
countershaft is in gear with the wheel on the axle and the pump will
operate, but by bending the said joint the said countershaft is set back
and tho said wheels aro disconnected so that the pump does not operate.
Or I may use electrical apparatus or other suitable devices for throwing
the pump into and out of gear with the axle. A lever or trigger is
arranged in combination with the said toggle joint or other device.
I place a bell or gong in the locomotive and another in the guard's van;
these bells or gongs are connected with the flexible air chambers forming
part of the brake apparatus. A cord or chain extends from end to end
of the train over, under, or at the side of the carriages, and is connected
with the lever of the ejector and with the lever or trigger of the said pump
or exhauster by the pulling or breaking of the said cords or chains by the
separation of the train or otherwise; the ejector or exhauster or both are
put into operation, and the said brakes are set to the wheels, and the

page_text: action of the flexible chamber in setting the brakes causes the said bells
or gongs to sound. The flexible chambers are also connected with the
whistle of the locomotive, and the said whistle is thereby sounded at
the same time.
When the train is provided with this alarm or signal apparatus tho
guard and driver by pulling the cord can ascertain whether the brakes
and their connections throughout the train are in good condition. In
the ends of the air pipes or tubes of each carriage I place valves, which
on the separation of the train at any part will instantaneously and
automatically close the said pipes. These valves are plates or discs of
metal faced with india-rubber and fitted to the ends of the pipes, which
are preferably bevelled or inclined. A metal elbow or curved piece
covers the said valve and is connected to the pipes by india-rubber or
other flexible air-tight material. While the two carriages remain con-
nected the said metal piece is held up in a horizontal position and the
valve is kept open, but when the said carriages are separated the flexible
pipe of one carriage is detached from the said metal piece, and the latter
drops down and closes the valve.
Cords, rods, handles, or other suitable devices connected with the
aforesaid cord or chain are arranged inside the carriages in convenient
positions, and by operating the same the passengers can communicate
with the guard and driver or apply the brakes. By this arrangement I
avoid the cost of special apparatus for intercommunication between the
passengers and guard.
Instead of operating a bell, gong, or whistle by the flexible air chamber
as above described I may operate the same by a small vane wheel placed
inside the air pipe and set in motion by the current produced through
the said pipe by the action of the exhauster.
The register apparatus or tell-tale is designed to afford an accurate
record of the manner in which the brakes have acted or have been
operated during a journey or any number of journeys of the train. The
said apparatus comprises a pencil or other marker attached to the aforesaid
air chamber, or an auxiliary air chamber, and arranged in combination
with a strip of paper which is coiled from one roll or cylinder upon
another. This paper is marked with dates and any other necessary
particulars; and in combination with the said apparatus I arrange a
clock or timekeeper. The diagram formed on the paper by the pencil or

page_text: marker shows the vacuum produced in the said air chamber at any time of
setting the brakes, and by this diagram and the dates on the paper and
the markings of the timekeeper all necessary information as to the
working of the brakes may be ascertained.
Under the guard's van or under one or more of the carriages of a
train I fix a rack arranged in combination with a lever connected with
the flexible air chamber. The said rack has a sliding rod which extends
up into the van or carriage and works on inclines which give it a lateral
motion as it is moved up or down. The said lever is raised when the
brakes are put on and rests in the notches of the rack, keeping the air
chamber compressed, and will not drop from its notch to permit the said
chamber to expand until the guard or other occupant of the van or
carriage depresses the said rod. When this rod is depressed its lateral
motion pushes the said lever out of the notch, and the lever then drops and
allows the said air chamber to expand, thereby releasing the brakes.
The purpose of this device is that if the train is separated and the guard
is negligent or asleep, the brakes when automatically set will be locked
and kept so until the train stops or the guard attends to his duty.
The aforesaid pump or exhauster has two sets of valves, that is to say,
a delivery valve and check valve on each side, so that the said pump
will operate when the train moves either forward or backward. In
combination with the said exhauster and ejector I sometimes use
auxiliary or extra sets of air pipes, and flexible air chambers to bo used
only in case of accident or danger. These extra chambers are actuated
by opening a valve in the air pipes by means of the aforesaid cord or
chain.

page_text: of our Lord One thousand eight hundred and seventy-five, in the
thirty-eighth year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, the said John Y. Smith, Her special
licence that I, the said John Y. Smith, my executors, administrators,
and assigns, or such others as I, the said John Y. Smith, my exccutors,
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
RAILWAY BRAKE APPARATUS, AND IN SIGNALLING, REGISTERING, AND OTHER DEVICES
CONNECTED THEREWITH," upon the condition (amongst others) that I, the
said John Y. Smith, my executors or administrators, by an instrument
in writing under 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 Scal Patent Office within six calendar
months next and immediately after the date of the said Letters
Patent.
NOW KNOW YE, that I, the said John Y. Smith, do hereby declare
the nature of my said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the
following statement, reference being had to the accompanying Drawings
forming a part of this Specification :-
My Invention relates to further improvements relative to the railway
brakes described in the Specifications of former Letters Patent, dated the
23rd day of January, A.D. 1873 (No. 279), and the 28th day of August,
A.D. 1874 (No. 2950)..
The peculiar feature of the brake apparatus set forth in the said
former Specifications is the employment of an ejector, and sometimes a
pump for producing a vacuum in a flexible air chamber or cylinder,
which actuates the brake levers and shoes through suitable connections.
According to my present Invention I combine with the said ejector
pump and flexible air chamber signalling apparatus, which indicates to
the guard and driver the condition of the train, and of the brakes and
registering apparatus which makes a record of the action of the said
brakes, I also provide means for effecting communications between the

page_text: guard and the driver of the train, and for permitting the passengers to
communicate with either tho guard or driver, and to apply the brakes.
The manner in which my said Invention may be conveniently and
advantageously carried into practice, is illustrated in the accompanying
Drawings which I will now proceed to describe.
Figure 7, 8, 9, 10, are longitudinal sections (drawn to an enlarged
scale of the valves in the air pipes of the said apparatus; Figure 11 is a
transverse section on the line y, y, Figure 10.
Figure 12 is an elevation of the aforesaid registering apparatus.
Like letters indicate the same parts throughout the Drawings.
I place on the locomotive an ejector a, and in the guard's van or
a carriage a rotary or other suitable pump or exhauster, which receives
motion from one of the axles of the said van or carriage. I prefer to
employ a rotary pump which I have devised especially for the purpose
of my continuous brake, and whose peculiar feature is its capability of
action when rotated in either direction. To carry into effect this part of
my said Invention, I place on one of the axles of the van or carriage a
grooved friction wheel b, which gears with another friction wheel c on a
countershaft d, which is supported in suitable bearings connected with
a toggle joint consisting of two bars e jointed at e'. The said shaft also
carries a grooved wheel or pulley from which a belt or band fextends to

page_text: a pulley f¹ on the shaft or spindle of the pump or exhauster g, as clearly
shewn in Figure 3, when the said toggle joint is kept straight, the wheel
c on the countershaft is in gear with the wheel on the axle, and the
pump will operate to exhaust the air from the vacuum chamber or
cylinder and apply the brakes to the wheels, but by bending the said
joint the said countershaft is set back or away from the axle, and the
said wheels are ungeared or disconnected so that the pump is rendered
inoperative.
By referring to Figure 5 it will be seen that the pump g has a double
set of valves, that is to say, two inlet valves 9', 9º, and two outlet valves
9, 9. The valve boxes 9³ communicate with the interior of the pump on
opposite sides of the same, and between the two valves as shewn. The
boxes g³ are fixed on and open into the air tube h¹ which is connected
with the vacuum chamber h, and the said boxes are open to tho
atmosphere at 9º. It will be obvious that by this arrangement of the
valves in combination with the vacuum chamber I obtain a pump or
exhauster which will operate to exhaust the air from the said vacuum
chamber when rotated in either direction. This result is very important
as it obviates the necessity for turning the carriages at the end of a
journey, or in making up a train or adding carriages to the same.
I prefer to effect the adjustment of the toggle joint by means of the
rod e*, lever eª, and trigger e³. The said rod is connected to the joint at
e and to the lever at e, around the said rod I place a spiral spring which
abuts against a bracket e, and tends always to straighten the joint, but
when it is desired the pump should not operate the lever is held up by
the trigger e³, as clearly shown in Figure 3. The said trigger is con-
nected to the cords or chains i, which connect with the cord or chain j.
I place a bell or gong or other sounder on the locomotive, and one or
two of such sounders in the guard's van, as shewn at k. These bells,
gongs, or sounders, are connected with the flexible air chambers by
cords or chains, as shewn in Figure 4. The cord or chain j¹ extends
from end to end of the train over, under, or at the sides of the carriages,
and is connected with the lever or catch or trigger whereby the ejector a
is controlled. It follows from this arrangement and construction of the
parts of the aforesaid apparatus that on the pulling or breaking of the
said cords or chains by the separation or disconnection of the carriages
or parts of the train or otherwise, the ejector a or the exhauster g or
both are immediately caused to operate, the air being thereby almost

page_text: instantaneously exhausted from the vacuum chambers and the brakes
set to the wheels, and the action of the flexible vacuum chamber or
cylinder h in setting the brakes causes the said bells or gongs to sound.
The flexible vacuum chambers are in some instances also connected
with the whistle of the locomotive, and the said whistle is thereby
sounded at the same time.
When the train is provided with this alarm or signal apparatus the
guard and driver by pulling the cord can ascertain whether the brakes
and their connections throughout the train have been injured or dis-
arranged through negligence in making up the train, or through.
accident.
In combination with the said exhauster and ejector I sometimes use
auxiliary or extra flexible air chambers or vacuum cylinders, and sets
of air pipes to be used only in case of accident or danger. These extra
chambers are actuated by opening a valve in the air pipe by means of:
the aforesaid cord or chain.
The above description will make it clear to those conversant with the
construction and working of railway brakes that by my Invention I
provide and place under the control of the guard and driver of a train
effectual and reliable means for setting or adjusting the brakes, com-
municating with each other and ascertaining at any moment during the
progress of the train the exact condition of the said brakes and their
connections, so that there need be no danger of the brakes being found.
inoperative in any sudden emergency; but to fulfill all the requirements
of an efficient continuous brake it is necessary that in case of the a
separation of a train into two parts while in motion the brakes on either
part should not be rendered inoperative; and I have devised the
following means for ensuring this result:-In the end of the air.
pipes or tubes ¹ of each carriage I place valves which on the separation
of the train at any part will instantaneously and automatically close
the said pipes, and thereby prevent the influx of air which would other-
wise take place, whereby the apparatus would be rendered ineffective.
In Figures 7, 72, and 8 I have shewn the ends of the air pipes of
the carriages provided with valves constructed and operating as follows:
−1, 1, are metal pieces attached to the said air pipes or tubes; m, m³,
are connecting pieces of metal, india-rubber, or other suitable material
-

page_text: which are attached to the pieces 7, 7, by the india-rubber sleeves n, n'.
The ends of the tubes are beveled or inclined, and outside of the
sleeves n, n', over the beveled portions I place metal plates o, o¹. While
the two carriages remain coupled these connecting pieces are united
by a collar or ring or other suitable coupling device at p, and there
is a clear unobstructed passage through these pipes and connections;
but when the carriages separate said coupling device allows the said
pipes to separate at p. The connecting pieces m, m³, then drop down
and the plates o, o', and india-rubber sleeve cover the beveled portions
of the air tubes or pipes, thereby closing their ends, as shown in
Figure 8.
In Figure 9 I have shown a modification of this part of my Invention,
wherein I employ metal clbows or curved pieces q fixed on the ends
of the air pipes, and serving to enclose the valves r, which close the
ends of the said air pipes when the carriages separate. The said valves
are connected by rods q' to wire rings q². These metal elbows are
attached to the connecting pieces m, m³, and the latter are united by a
suitable coupling device, as above described. While the two carriages
remain connected the said connecting pieces are held up or in a nearly
horizontal position, and the valves rare kept open by the said rods, but
when the said carriages are separated said connecting pieces are
uncoupled and drop down, thereby closing the valves as shewn in
Figure 9.
In Figures 10 and 11 I have shown a further modification of this
part of my Invention. Each end of the air tubes or pipes h' is enclosed
in an elbow 8*, provided with an india-rubber ring or sleeve s¹. The
inner parts of these pipes or tubes are perforated as shewn at s³, and
the ends are closed by a metal plate which is serrated or notched on its
periphery, as shewn in Figure 11, to admit air to the perforations s².
While the carriages remain coupled the parts are in the position shewn
in Figure 10, so that air can pass freely through the said perforations s³,
but when the carriages separate in the act of separation the sleeve s¹
is drawn over the perforated part of the pipes or tubes ¹ and the said
pipes are thereby closed.
My improved automatic valves arranged as above described aro
indenendent of each other that in to
FAR

page_text: one of the said valves is coupled with one that has no valve, no care
need be observed as to setting the valve open, as the act of coupling the
pipes of the two carriages will ensure the opening of the said valve, and
it will be closed by the dropping of the ends of the pipes when the same
are disconnected, as above described.
Cords, rods, handles, or other suitable devices connected with the
aforesaid continuous rod or chain j are arranged inside the carriages in
convenient positions, and by operating the same the passengers can
communicate with the guard and driver or apply the brakes. By this
arrangement I avoid the cost of special apparatus for intercommunication
between the passengers and guard.
Instead of operating a bell, gong, or whistle by the flexible air
chamber as above described, I may operate the same by a small vano
wheel placed inside the air pipe, and set in motion by the current
produced through the said pipe by the action of the exhauster.
As a further protection to the train on the separation or detachment
of any portion thereof I employ the following contrivance :-Under the
guard's van or under one or more of the carriages of a train I fix a rack t
arranged in combination with a lever which is connected by chains or
other means with the flexible air or vacuum chamber h, and which is
also connected with the brake shoe rods f. The said lever is arranged
to work in close proximity to the teeth of the said rack, and the latter
is supported by inclined slots on pins or in any other suitable manner,
which will permit it to be adjusted laterally or to and from tho said
lever. At the back of the rack I place an eccentric t' with a lever t³, 1
which is connected to cords or chains extending to the aforesaid signals.
By pulling these cords or chains the said eccentric may be caused to
force the rack into contact with the lever t¹.
The raising of the lever sets the brakes to the wheels, and the said
lever will rest in the notches of the rack, keeping the brakes in this;
position and the air chamber compressed, and the said lever will not
drop from its notch to permit the said chamber to expand until the
guard or other occupant of the van or carriage releases the said lever
from the rack t, as above described. When this rack is drawn back
from the lever by adjusting the excentric the said lever moves laterally;

page_text: out of the notch in which it rested, and then drops and allows the said
air chamber to expand, thereby releasing the brakes.
The special object of this device is the automatic controlling of the
brakes on the carriage or part of the train that may be detached, that is
to say, if a carriage or part of the train is separated from the part
nearest the engine, or if the air pipes should be broken or disconnected,
and the guard is negligent or asleep, the brakes when automatically set
by the action of the exhauster will be locked and kept so until the train
stops or the guard attends to his duty.
21
The aforesaid register apparatus or tell-tale, which is shewn in
Figure 12, is designed to afford an accurate record of the manner in
which the brakes have acted or have been operated during a journey or
any number of journeys of the train. The said apparatus is combined
with an auxiliary flexible chamber u in the guard's van and connected with
the ejector or pump by suitable pipes or tubes. It comprises a pencil
or other marker u' connected by a weighted cord or chain 2³ to the said
auxiliary chamber, and arranged in combination with a strip of paper u³,
which is coiled from one roll or cylinder upon another. This paper is
marked with dates and any other necessary particulars. On the moveable
head of the flexible chamber » I fix a hooked rod 2, which is arranged
in such relation to a small wheel as to pass down without operating
the said wheel and to turn the said wheel in rising. This wheel is
geared with the paper cylinder, and therefore turns the same when
actuated by the said hooked rod.
26
The said apparatus also comprises a clock or timekeeper v, which is
provided with pieces of paper, whereon to make the required indications.
v¹ is a trigger operated by the chamber or cylinder to mark the said
paper. wo is a bell or gong, which is caused to sound by the action of
the said chamber. The diagram formed on the paper us by the pencil
or marker shows the vacuum produced in the air chamber at any
time of setting the brakes, and by this diagram and the dates on the
paper u³, and the markings of the timekeeper v all necessary information
as to the working of the brakes may be ascertained.
Having thus fully described my said Invention, and shown how the
same may be conveniently and advantageously carried into practice, I
wish it understood that I do not claim any of the apparatus or devices.
above described, except for the particular purposes herein set forth, that

page_text: is to say, except as forming part of a continuous vacuum brake for
railway trains; but in and forming a part of such a brake I claim,-
First. A rotary pump so constructed and arranged in combination
with the other parts of the brake apparatus and with an auxiliary shaft
geared with one of the axles that the said pump when in action will
operate to produce a vacuum, and thereby set the brakes to the wheels
when the carriage or train is running in either direction.
Second. The combination with the said rotary pump or other pump
or exhauster of the devices whereby the said pump or exhauster is made
controllable by the guard or engine driver or the passengers for adjusting:
or setting the said pump into or out of action, as herein set forth.
Third. The lever on the locomotive which controls the ejector or
ejectors, the devices which control the pumps or exhausters on the
guard's van or the carriages, and the bell, gong, or other sounder so con-
nected and arranged in combination with the other parts of the brake
as to form the means whereby on the detachment or separation of any
of the carriages or parts of the train an alarm will be given to the guard
and engine driver, and the brakes will be set to the wheels simul-
taneously, and whereby the guard or driver can ascertain at any timo
the condition of the train or brake apparatus, as hercin set forth.
Fourth. The valves and their appendages in the ends of the pipes or
tubes on cach van or carriage constructed, arranged, and operating in.
the peculiar manner hercin described, so that in making up the train,.
and while the said carriages and pipes are properly coupled, the pipes
throughout the train will remain open, and on the separation of the
carriages or parts of the train, or the pipes, the said valves will close
the said pipes automatically, so that the brake shall not be rendered
inoperative by the influx of air into the pipes.
Fifth. The combination with the flexible vacuum chamber or cylinder
and the other parts of the brake of the registering, recording, or tell-tale
apparatus, as herein set forth and for the purposes specified.
Sixth. The contrivance comprising the rack and lever, and the
excentric or other adjusting device constructed and arranged in com-
bination with the other parts of the brake, and so operating that the
brake after it has been automatically set to stop the train or part of
the train will be locked and kept in that position until the train or

page_text: part of the train stops, or until the said lever has been unlocked or
released.
In witness whereof, I, the said John Y. Smith, have hereunto set
my hand and seal, this Seventh day of September, in the year of
our Lord One thousand eight hundred and seventy-five.
Witness,
HY. JA. NOONE.
JOHN Y. SMITH. (L.S.)