IMPROVEMENTS IN RAILWAY BREAKS
Year: 1881

page_text: LETTERS PATENT to Edward Wyburd Furrell, of 389, Strand, London, in the
County of Middlesex, Engineer, for an Invention of "IMPROVEMENTS IN
RAILWAY BREAKS."
PROVISIONAL SPECIFICATION left by the said Edward Wyburd Furrell
at the Office of the Commissioners of Patents on the 1st April 1881.
EDWARD WYBURD FURRELL, of 389,. Strand, London, in the County of
Middlesex, Engineer. “IMPROVEMENTS IN RAILWAY BREAKS."
My Invention has for its object to provide a railway train with a continuous
break, which can be quickly applied either by atmospheric steam or hydraulic
pressure, and which combine great power with simplicity of construction and
certainty of action under all circumstances.
My Invention consists in the combination of acylinder open(or closed, as hereafter
specified) at its lower end, and bolted to the inside or other convenient part of the
framing of a railway carriage or truck midway between every two wheels (fore
and aft).
"
:
In this cylinder works airtight a piston furnished with a rod working through a
fixed or roller guide, and jointed at its lower or outer end to the meeting ends of
two bars or levers arranged " kneewise opposite to and inclined to each other in
the same plane, and in line with the centre (or thereabouts) of pressure on the
break blocks.
To the suspension levers of the break blocks or to extensions of the backs thereof,
as found most suitable, are jointed the other ends of these bars or levers, the joint
pins thereof if desired being carried through to the corresponding joints of the
break blocks to the opposite pair of wheels.
If desired an elastic or spring bed or packing may be interposed between the
break blocks and their suspension levers or links so as to avoid any jar or undue
rigidity of action between the blocks and wheels.
:
In combination with the piston, piston rod, and levers, I use a spring or weight
(or their equivalent), for normally throwing the break blocks off the wheels, as
hereafter more particularly described

page_text: Pipes connect the various cylinders with a main pipe extending the entire length,
and to a short distance beyond the ends of each carriage to the underside of which
it is fixed.
Each length of main pipe is coupled to that of the succeeding carriage by a
flexible (or elastic) tube of india rubber, leather, or other suitable material lined or
not with wire or other substance, and made air tight with the carriage pipes by
means of unions or other devices, so as to form therewith a continuous open pipe
for the entire length of the train.
The manner in which this arrangement of apparatus is caused to operate as a
break to the train is as follows:-
"
Firstly. On exhausting the air from the pipes and cylinders by any of the well
known means, such as by a steam or hand pump, or by a rotary or other exhauster
on the engine or in the break van, or by a steam ejector or otherwise, the various
pistons will immediately rise in their respective cylinders, and the bars or levers
being thereby constrained to assume a straight line will force the break blocks
against the wheels simultaneously and with great power throughout the train.
On readmitting the air to the pipes and cylinders the pistons and levers will be
brought back to their normal position by the springs, weights, or their equivalents,
and the break blocks thereby taken off the wheels.
If desired only one cylinder and piston may be employed for each group of four
wheels, but I prefer the arrangement described as being more direct and certain in
action.
By a suitable arrangement of levers and reds the suspension lever of the break
block on one side of a wheel. may be made to operate a similar suspension lever
and block on the opposite side of the same wheel.
Secondly. With a similar arrangement of apparatus the pistons may be operated
by steam or compressed air, or by hydraulic pressure from the engine or break van,
in which cases the said springs, weights, or their equivalents, may be dispensed with
if desired by closing both ends of the cylinders, and utilising the confined air in one
direction of the pistons as a spring for bringing back the bars or levers to their
normal position or "off" the wheels.
In the case of an accidental parting of the train I fit each end of the fixed main
pipe of each carriage with a cock or valve provided with a wheel segment handle
or other device, which is connected with that of the cock or valve of the succeeding
earriage by a chain, cord, or other attachment, in such a manner that normally each
cock or valve will be fully open and unaffected by their connecting chain or
attachment, which will hang loosely; but on the parting of two carriages the
connecting chain or attachment will first be pulled taut so as to close the cocks or
valves, and then break or become disconnected (as the case may be), thereby
enabling each severed portion of the train to be operated upon by their respective
breaks as if no such severance had occurred.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Edward Wyburd Furrell in the Great Seal Patent Office on
the 1st October 1881.
EDWARD WYBURD FURRELL, of 389, Strand, London, in the County of
Middlesex, Engineer. "IMPROVEMENTS IN RAILWAY BREAKS."
My invention has for its object to provide a railway train with a continuous
break, which can be quickly applied either by atmospheric steam or hydraulic
pressure, and which will combine great power with simplicity of construction and
certainty of action under all circumstances.
My Invention consists in the combination of a cylinder open (or closed, as
hereafter specified) at its lower end, and bolted to the inside or other convenient
part of the framing of a railway carriage (or other railway vehicle) midway
between every two wheels (fore and aft). Or if desired only one cylinder may be
employed placed centrally to each group of four wheels.
$6
In his cylinder works air tight a piston furnished with a rod working through
a fixed or roller guide, and jointed at its lower or outer end to the meeting ends of
two bars or levers arranged kneewise." opposite to and inclined to each other in
the same plane and in line with the centre (or thereabouts) of pressure on the
break blocks: The other ends of these bars or levers are jointed to the suspension
levers of the break blocks, or to extensions of the backs thereof, as found most
suitable.
In combination with the piston, piston rod, and levers, I use (or not)' a spring or
weight (or its equivalent), for normally throwing the break blocks off the wheels,
as hereafter more particularly described. Pipes connect the various cylinders and
extend the whole length of the carriage to the underside of which they are fixed.
Each length of main pipe is coupled to that of the succeeding carriage by a flexible
tube of india rubber, leather, or other suitable material, lined or not with wire
or other substance, and made airtight with the carriage pipes by means of unions.
or other devices, so as to form therewith a continuous open pipe for the entire
length of the train.
This arrangement of apparatus is caused to operate as a break to the train
as follows: Firstly. As a vacuum break. On exhausting the air from the pipes
and cylinders (as hereafter described) the pistons will immediately rise, and the
bars or levers being thereby constrained to assume a straight line will force the
break blocks against the wheels simultaneously and with great power throughout
the train. On re-admitting the air to the pipes and cylinders the pistons and
levers will be brought back to their normal position by their own weight, or by
the springs, weights, or their equivalents before named, and the break blocks.
thereby taken off" the wheels.
66
By a suitable arrangement of rods the break blocks on one side of the wheels
may be made to operate those on the opposite side of the succeeding wheels.
Secondly. With a similar arrangement of apparatus the pistons may be operated
by steam, compressed air, or hydraulic pressure from the engine and break van,
in which cases the said springs, weights, or their equivalents, may be dispensed
with if desired by closing both ends of the cylinders, and utilising the confined
air in one direction of the pistons, as a spring for bringing back the levers to
their normal position or "off" the wheels.
In the case of an accidental parting of the train I fit each end of the fixed main
pipe of each carriage with a cock or valve provided with a wheel, segment, or
handle which is connected with that of the succeeding carriage by a chain, cord, or
other attachment, in such a manner that normally each cock or valve will be fully

page_text: open and unaffected by their connecting chain or attachment which will hang
loosely; but on the parting of two carriages the connecting chain or attachment
wiff first be pulled taut, so as to close the cocks or valves and their break, thereby
enabling each severed portion of the train to be operated upon by their respective
breaks as if no such severance had occurred.
And in order that my said Invention may be well understood, I shall now
proceed more particularly to describe the same, and for that purpose shall refer to
the accompanying Sheet of Drawings, like letters of reference indicating corre-
sponding parts in the respective Figures.
Figure 1 is a longitudinal section of a portion of the framework of a railway
carriage fitted with my improved break, and Figure 2 a plan thereof.
A represents a cylinder open at its lower end and fixed to the underside of the
framing B of a railway carriage (or other railway vehicle) centrally to the four
wheels C, C. In this cylinder A works air tight a piston D having a rod E
terminating in a rectangular shaped yoke or head F, which works in a four-
cornered (or other suitable) guide a, a, cast on or fixed to the underside of the
cylinder A. The yoke or head F is boxed out for the reception of the ball and
socket (or other) joint 6 of the meeting ends of two bars or levers G, arranged
"kneewise " opposite to and at any required inclination to each other in the same
plane, and in line with the centre (or thereabouts) of pressure on the inner break
blocks H. The other ends of the bars or levers G are pin (or otherwise) jointed
at e to bars I, extending between and secured at their ends to the backs of the
suspension levers or hangers K of the inner break blocks H, as shewn in Figures 1
and 2. Or if desired the bars or levers G may be shortened and jointed (as shewn
in dotted lines, Figure 3) to intermediate links 1 which are jointed at their other
ends to the extension bars I; L (Fig. 1) is a spiral spring of suitable elasticity
which may be placed inside the cylinder A between its upper end and the piston D,
for returning the latter with the levers G to their normal position, as hereafter
more particularly mentioned. Or in lieu of the spring L the levers G may be
weighted for producing a like result; or the spring or weight may be dispensed
with if found desirable.
M is a pipe secured tothe underside of the carriageframing B,and communicating
either directly, as shewn, or in any other convenient manner with the cylinder A.
Each pipe M is coupled to that of the next carriage by a flexible tube of approved
construction, as before mentioned, thus forming a continuous open pipe (hereinafter
termed the main pipe M) for the entire length of the train.
The extension bars I of the inner break block hangers K are connected
respectively to similar extension bars I¹ of the outer break block hangers K¹ by
rods N, as shewn, that is to say, the extension bar I of, say, the forward wheels C
is connected to the extension bar I¹ of the after wheels C¹, and vice versa; 0, 0, are
nuts working over right and left handed screws cut on the meeting ends of the
connecting rods N, for adjusting the lengths of the latter to the throw of the outer
blocks H relatively with the inner blocks H. Spiral springs P (or other elastic
medium) may be used at the ends of the connecting rods N for allowing the
latter to yield in case of any inequality of wear between the respective break
blocks H, H¹.
The modus operandi of the above described break apparatus is as follows:-
Firstly. When worked as a vacuum break the air is exhausted from the main
pipe M and cylinders A by any of the well known means, such as by a steam or
hand pump, or by a rotary or other exhauster on the engine, or by a steam ejector,
condenser, or otherwise, as found most suitable for rapidity of action and certainty
of effect. For example, according to one arrangement the main pipe M may be
connected with a vacuum chamber or receiver on the engine, and be provided with
a cock or valve for regulating its communication with the said chamber, the
capacity of which should be properly proportioned to the combined capacities of
the main pipe M and cylinders A. In this chamber a constant vacuum should be
maintained when the breaks are not in operation.

page_text: When required to apply the breaks the cock or valve at the vacuum chamber is
opened, when the air contained in the main pipe M and cylinders A will expand
into and fill the vacuum chamber, thereby creating more or less vacuum in the
cylinders A, which being effected the pistons D will immediately rise in obedience
to the pressure of the external atmosphere on their undersides; and take with them
the bars or levers G. The latter being thereby constrained to assume a straight
line will (by means of the extension bars I, I¹ and rods N), force the break
blocks H and H¹ simultaneously, and with gradually increasing force against the
peripheries of the wheels C, C, throughout the train. A similar apparatus for
producing a vacuum in the main pipe M and cylinders A may be fitted in the break
van at the rear end of the train.
On readmitting the air to the main pipe M and cylinders A, the pistons D,
levers G, extension, bars I, II, and break blocks H, H', will resume their normal
position, either by the inherent weight of the pistons D and levers G, or by the
reaction of the spiral springs L, weights, or equivalents, provided for that purpose.
Secondly. When using steam,compressed air, or hydraulic pressure for actuating
the pistons D, the power may either be admitted above the pistons and the
inclination of the levers G reversed, or the lower ends of the cylinders A may be
closed and the power admitted below the pistons D. In either case the admission
and release of the pressure to and from the cylinders A may be regulated by any
known or approved arrangement of cocks, valves, or other appliances necessary for
the purpose.
At each end of the fixed portion (under each carriage) of the main pipe M is
fitted a cock Q (or valve) having a packed gland, and the spindle of which is
provided with a lever or handle R, the end whereof is connected with the lever or
handle of a similar cock on the end of the pipe M of the succeeding carriage by a
chain (or cord) S of suitable strength, in such a manner that when the several
cocks throughout the train are fully open and their levers or handles R in the
position shewn, the chains or cords S will hang loosely between the carriages; but
on an accidental parting of any of the latter the chain or cord S thereat will
become taut, and pull over the levers or handles R so as to close the cocks Q.
When in this position the ends of the levers or handles R take against ferules or
tubes in the ends of the carriages, through which ferules or tubes the chain or
cord S passes, and the levers or handles R being thereby prevented from further
movement of the continued strain on the chain or cord $ causes the latter to break,.
thereby leaving the severed portions of the main pipe M closed, and so enabling
the breaks to be applied to each separate part of the train as if no such severance
had occurred.
Figure 3 shews an alternative method of compensating the inequality of wear on
the respective break blocks H, H¹, according to which carriage (or other) springs T
are fitted to the backs of the break block hangers K2, the extension bars I, I',
(Fig. 1), being secured to the boxes of the springs T in lieu of to the hangers
direct. By this means the various springs T accommodate themselves to the
varying throw of the blocks, especially if the latter are of wood.
Having now described and particularly ascertained the nature of my said
Invention, and the manner in which the same is or may be used or carried into
effect, I would observe in conclusion that I do not lay claim to any special con-
struction and arrangement of apparatus for producing or applying the power used
to actuate the pistons D, nor of couplings to the various portions of the main
pine M: but what I do consider novel and original, and therefore claim as my
Invention is,―
"
1. The mechanical arrangement (taken as a whole) of "
knee levers G formed
at their meeting ends with ball and socket (or other) joint & carried in yoke or
head F, which works in guide a, a, in combination with cylinder A, and piston D,
and in combination with extension bars I, II, connecting rods N, adjustable nuts
0,0,springs P or T,and hangers K,K', for applying break blocks to the peripheries

page_text: of the wheels of a railway carriage (or other railway vehicle, substantially as
herein before described and illustrated in the accompanying Drawing.
2. The combination of cocks (or valves) Q with main pipe M, substantially as
and for the purpose herein before described and illustrated by the accompanying
Drawing.
In witness whereof, I, the said Edward Wyburd Furrell, have hereunto set
my hand and seal, this 30th day of September, in the year of our Lord
One thousand eight hundred and eighty one.
EDWARD W. FURRELL. (L.S.)
6, Cowley Street,
Westminster,
London.