IMPROVE- MENTS IN RAILWAY BREAKS
Year: 1877

page_text: PROVISIONAL SPECIFICATION left by Joseph Clarke at the Office of the
Commissioners of Patents on the 15th February 1877.
JOSEPH CLARKE, of Derby, in the County of Derby, Engineer. " IMPROVE-
MENTS IN RAILWAY BREAKS."
The object of this Invention is to fit a break upon the several carriages forming
a railway train, to work collectively when coupled together, and to become self-
acting and to work separately should the train be divided by accident; and to
supply the power for working such breaks by a steam injector fitted on the
engine; and to improve certain details in the working of railway breaks
generally.
In carrying my said Invention into practice, I fit upon each carriage forming
part of a railway train an improved arrangement of break work. I fit break
blocks so as to press against one or both sides of each carriage wheel. I prefer to
make such blocks of cast iron, and suspend them in hangers, or by other suitable
means, from the carriage under frame, and attach or connect levers to the said blocks
for pressing them against the said wheels when required to stop the train. I
connect the said levers by pulling rods to the pistons or rams of one or more
hydraulic cylinders, fitted on the said under frames in such a manner that when the
said cylinders are charged with water or other fluid under pressure, the said
pulling rods cause the said blocks to be pressed with considerable force against the
said wheels, and thereby stop the train. I also fit similar hydraulic cylinders on
the van, tender, or other vehicle having hand breaks already fitted thereon; and I
connect the said pulling rods by levers or other suitable means to the rocking shaft
or other part of existing breaks, so as to operate such breaks in conjunction with
my said improved breaks.
I also fit the engine with break blocks suspended in hangers or by other suitable
means from the engine framing, and connect such blocks by levers and pulling
rods to one or more pistons of hydraulic cylinders of a similar kind to those on
the said carriages, so that the breaks applied to the engine and tender may operate-
in conjunction with those on the carriages, or be operated independently.

page_text: To produce the requisite power for charging the said bydraulic cylinders with
water or other fluid I use an injector, fitted on the engine or tender, and worked by
steam from the boiler. This injector may be the one used for filling the engine boiler,
or a separate one may be used for the purpose. When the injector for feeding the
boiler is used, a branch pipe is fitted to the ordinary feed water pipe, having a
two-way cock, valve, or similar means to discharge the injected water either into
the boiler or into a pipe provided for conveying such water to work the break
apparatus of the train when required so to do.
A single or double line of pipes is fitted along each carriage, having suitable
flexible couplings at each end thereof; or I fit a single tube along each carriage,
having right and left hand flexible coupling pieces at each end, to enable the
carriage to be turned end for end without interfering with the coupling together of
the pipes of the several carriages when making up a train. The said pipe or pipes
are for conveying the injected water or other fluid from the injector along the train,
and are fitted with branch pipes to convey such fluid to the said hydraulic cylinders
on the carriages. I encase the said pipes and hydraulic cylinders with felt or other
non-conducting material to protect thein from the effects of frost. An escape valve
or other suitable means is provided at the extremity of the train to cause a partial
circulation of the fluid along the said pipe or pipes. The said escape valve may be
operated by a spring, to open it when the pressure in the said pipe or pipes is low,
and to close it when the pressure is great for the application of the breaks; or the
said valve may be opened and shut by hand, or be opened and shut in conjunction
with the opening of the door of the van. I dispense with the usual valves at the
carriage couplings, and close the extremity of the main pipe by a sliding cover.
The said hydraulic cylinders on the carriages have single and double actions ; in
the ordinary working of them, water or other fluid is conveyed by branch pipes so
as to press on the backs of the pistons to operate them in the said cylinders, and
thus apply the breaks by direct pressure. They are also fitted to work the breaks
by back pressure, to render such breaks self acting when required. A reserve
chamber or eylinder is fitted to any convenient part of the carriage or under frame,
having a branch pipe fitted thereto, with a back-pressure valve to convey water or
other fluid from the main line of pipes. The said chamber is placed in a vertical
position, so that the air or other expansive fluid in the upper part shall be confined
and compressed when the injected water or other fluid enters and occupies the
lower part. It is also fitted with a pipe to convey the fluid to the working end of
the said hydraulic cylinder. A pipe is also fitted to convey such fluid to the front
of the said piston to balance the pressure when the self-acting arrangement is in
operation. A two-way cock is fitted to direct and control the water in the said
pipes or branches as required.
The working of the arrangement is as follows:-When the two-way cock is set
to admit water to the back of the said piston, it also closes the entrance to the
reserve chamber and the front of the piston; the injected fluid then applies the
breaks by direct pressure. When the arrangement is required to be self acting, or
to come into operation when the train divides accidentally, the said two-way cock
is set to admit the water or other fluid into the reserve chamber, and from thence
by a pipe to the back or working side of the said piston. A branch pipe also
conveys the water or other fluid to the front side of the said piston, to balance the
pressure on both sides thereof. The full pressure is maintained in the main pipes
and the branches only when the self-acting arrangement is in operation and when
the train is running.
To apply the break to stop the train, the water or other fluid is allowed to escape
from the main pipes, which also empties the front part of the said hydraulic
cylinder; but the valve on the branch pipe leading to the said reserve chamber
prevents the water or other fluid leaving it; and the expansion of the confined air
or other fluid forces the water in the said reserve chamber by a pipe against the
back or working side of the said piston, and thus applies the said breaks automa-

page_text: tically until the pressure is again balanced by the re-admission of injected water to
the main pipes and branches, as already described. It will be distinctly understood
that the important object of having the break direct or self acting at pleasure is
attained by the said two-way cock connected to the main pipe along the train, and
dispenses with an independent line of pipes for the purpose of making the breaks
self acting.
In practice it is sometimes required, as when a train is running up a steep
gradient, to make the breaks self acting without having the general arrangement,
and working permanently so, and this my present Invention attains. By a similar
arrangement I make any system of continuous breaks, which are operated by
compressed water, air, or other fluid, either direct in their action or become self
acting, as desired. By a similar arrangement I make any system of continuous
breaks, which are operated by exhausting the air or producing a partial vacuum in
the operating cylinder, self acting or direct, as desired. But instead of the
hydraulic cylinder, I use a chamber consisting of two concave vessels, joined
together at their rims or flanges by bolts. Inside the said chamber is a diaphragm,
formed of a metal disc, with flexible junction piece of leather, india-rubber and
canvass, or other suitable material, secured to the flanges of the said concave
vessels to this diaphragm is joined the pulling rods for operating the breaks.
When I set the two-way cock for direct pressure of the atmospheric air, I open a
connecting pipe with the upper side of the said chamber and the main pipe, and I
open an inlet pipe to admit the atmospheric air to the under side of the said
chamber, so that when the partial vacuum is produced in the main pipe by an
ejector on the engine, or by other suitable means, the said diaphragın is raised and
applies the breaks. But when I require to make the said arrangement self acting,
I turn the said two-way cock, and close the pipe leading from the upper side of the
said chamber, and the inlet pipe for admitting the atmospheric air to the under side
of the said chamber, and I open a pipe leading from the reserve chamber to the
inain tube, fitted with a valve to prevent the ingress of the atmospheric air, when
it is re-admitted to the main tube either for working the breaks, or if the main
tube is severed by accident. I also fit a pipe leading from the under side of the
said chamber, so that the exhaust on both sides of the said diaphragm shall balance
each other. Thus it will be understood that the same arrangement of exhaust
chambers and cylinders are suited both for direct and self acting pressure, by
moving the said two-way cock as required.
All vessels used for confining air or for exhausting air, as a source of power, if
made of separate pieces, I tin or galvanize the same to render the seams air-tight
and to preserve them from oxidation.
When I use ejectors, which, by a current of steam rushing from the boiler,
exhaust the air from my break apparatus, I make the termination of the case or
funnel bell-mouthed, and construct it of wood or other non-sonorous material; or I
construct it of metal, and line it with wood, canvass, leather, or similar material, to
reduce the noise caused by the rush of steam therefrom.
When I use a pump for compressing air, either worked directly by steam from
the boiler, or by a crank, or other suitable means, in connection with one or more of
the carriage axles, I fit a small pump in connection with it to discharge a spray of
water into the body of compressed air, either in the barrel of the pump or into the
receiver for containing it, to reduce the temperature of such compressed air, and
remove the water of the said spray by a cock fitted for the purpose.
To regulate and control the power of breaks, which derive their power from a
friction wheel or clutch fitted to one or more of the carriage axles, I make the
operating back weight or spring in one or more pieces, or fit independent weights
or springs to one or more levers connected with the said friction wheel or clutch;
I arrange the said weights, springs, and levers in such a manner that one of the
series shall be used generally to regulate and control the power of the said breaks
in a moderate degree; but on emergency, or when the full power is required, I use
the whole of the said weights, springs, and levers, to give the maximum degree of

page_text: break power. The said weights, springs, and levers are usually suspended and kept
out of gear until required by a catch or trigger.
I arrange the ordinary through-communication line by passing it over a rotating
lever to slip the said catch or trigger when required to apply the breaks. I also
suspend one or more of the said back weights or levers, operated by springs, by a
through line or chain, in such a manner that the driver or guard, by slackening the
said through line or chain, shall bring the said breaks into partial or full power, as
required.
The said through line may be in one piece, and be carried along the train in any
convenient manner; or it may be in sections corresponding to the several carriages
forming a train, and be united by coupling hooks or other suitable means.