IMPROVEMENTS IN AUTOMATIC COMPRESSED AIR BRAKES, APPARATUS AND APPLIANCES CONNECTED THEREWITH, APPLICABLE TO RAILWAY, TRAMWAY AND OTHER VEHICLES
Year: 1885

page_text: I AARON SILCOCK, of 2 Craven Cottages, Settle, in the County of York, Plate
Layer, do hereby declare the nature of my Invention for "IMPROVEMENTS IN
AUTOMATIC COMPRESSED AIR BRAKES, APPARATUS AND APPLIANCES CONNECTED
THEREWITH, APPLICABLE TO RAILWAY, TRAMWAY AND OTHER VEHICLES," to be as
follows:-
The object of my Invention is to simplify, and at the same time reduce the cost
of the Apparatus and appliances used in connection with Automatic Compressed
Air Brakes.
I effect this object by constructing the brake cylinder and reservoir, concentric
with each other, both cylindrical in form the outer case forming the reservoir or
air chamber, and the inner case forming the brake cylinder or motor, which would
be long enough to allow a sufficient stroke of piston to actuate the brake levers or
other mechanism, the diameter being regulated by the pressure at which it would
be required to work.
.
The reservoir cylinder or outer case may be made somewhat larger in diameter
than the brake cylinder, and as much longer as may be found necessary to provide
storage for the compressed air required for actuating the brake or brakes.
Both the reservoir chamber and brake cylinder may be made either in wrought
or cast metal, the outer case or reservoir would be closed at one end and be
provided with an internal or external flange at the other end, the brake cylinder
would in like manner be open at one end and closed at the other, the closed end
being provided with a flange, the diameter of which corresponds to the diameter of
the flanges on the reservoir cylinder, thus when the open end of the brake cylinder
is inserted into the reservoir cylinder, the flange of the brake cylinder forms a
cover to the reservoir cylinder, so that there is only one joint between the two.
By making the barrel of the brake cylinder of less diameter than the reservoir
casing, an annular space is provided which forms an additional air space to the
reservoir, and in some measure protects the working barrel of the brake cylinder
from any damage which might be caused to the outer case by accident or otherwise.

page_text: The brake cylinder which would be truly bored is provided with an accurately
fitting piston, also a piston rod and crosshead, the close or cover end of the brake
cylinder is likewise provided with a suitable stuffing box and gland, the piston is
constructed with suitable adjustable metallic packing rings and is provided with
an air valve or valves opening inwards in the direction of of the reservoir chamber,
such air valve or valves being closed by any air pressure which may exist on
the reservoir side of the piston, one or more spiral, conical, volute or other
convenient form of springs is provided to force the piston back into the cylinder
when the brake pressure is taken off.
The reservoir and brake cylinder with their appliances would be placed in a
convenient position in or near the under frame of the vehicle to which it would
be attached, the connection with the brake levers and other mechanism may be
similar to that employed in similar brakes, the compressed air supply may be
obtained by a donkey pump or other means, and conveyed by pipes with flexible
joints and couplings similar to those at present in use for such purposes, and in
like manner the brake or brakes may be applied to one or more vehicles simul-
taneously, and in the case of a railway train the brakes may be actuated and
regulated by either or both the engine driver or the guard from their respective
vehicles.
The essential feature of my Invention is the arrangement of the reservoir and
brake cylinders in combination with the valve fitted piston and appliances herein
described.
The action of my improved brake apparatus and appliances is as follows, say as
in the case of a railway train, the engine and tender and all the vehicles are fitted
with my improved appliances, the duty of the driver would be, first to charge the
whole of the air receivers throughout the train, or as many of them as might be
required with compressed air, which would be done in the ordinary way by the
pump or other forcing medium.
The air so forced would pass along the service pipes to the front of each brake
cylinder, to which it was connected, the air entering which, would fill first, the
brake cylinder on the front side of the piston, until the pressure on the front of
the piston was equal to the pressure (if any) in the reservoir at the back of the
piston, when the air would pass from the front of the piston through the self acting
valve or valves already described into the reservoir.
When the pressure on either side of the piston was in equilibrium, the springs
provided for the purpose would force the piston inwards in the brake cylinder and
thus ease the brakes off the wheels of the vehicles.
When it became necessary to apply the brakes, some of the compressed air from
the front side of the piston in the brake cylinder would be allowed to escape.
When the pressure had thus been removed from the front of the piston the
compressed air at the back or reservoir end of the piston would close the air valve
or valves and force the piston forward and thus apply the brakes, the intensity of
the application being regulated by the amount of air allowed to escape from the
front of the piston.
The air which is allowed to escape may either go direct into the atmosphere, or
it may be discharged into a receiver placed in a convenient position under the
engine or tender, and of sufficient capacity to allow of a moderate action of the
brakes without loosing the whole of the elastic force of the air so discharged.
The action of the brake may be accelerated by creating a vacuum in the dis-
charge reservoir last named, such vacuum being formed either by the donkey
pump or by a steam jet or otherwise, the air remaining in this discharge receiver
may be forced back again to the brake receivers or allowed to escape as the case
may be.
Each brake cylinder, and each brake reservoir in addition to the appliance used
for filling and discharging them when in motion would be provided with suit-
able taps or valves by which they may be discharged separately and by which
any accumulated moisture may be allowed to escape, suitable stop valves or cocks

page_text: would also be provided between each brake cylinder and the supply pipes, so that
any vehicle may be connected or disconnected as required.
When the brakes are required to be taken off, a fresh supply of air would be
forced by the pump through the service pipes to the front of the piston in each
brake cylinder, until the pressure on both sides of the piston was equalized when,
the action of the springs would ease the pressure from the brakes as previously
described.
In some cases the pressure of the brakes might be taken off, by allowing the
air from the reservoir at the back of the piston to escape in a manner similar to
that employed for releasing the pressure from the front of the brake cylinder,
this arrangement however might be more conveniently applied to an engine,
tender, guards van or other single vehicle, than to a series of vehicles as in a
train, but in either case the pressure within the brake cylinder and reservoir
would have to be reinstated by a pump or other medium as herein previously
described.
R. HEBER RADFORD,
Agent for the Applicant.
Improvements in Automatic Compressed Air Brakes, Apparatus
and Appliances Connected therewith, Applicable to Railway,
Tramway, and other Vehicles.
I AARON SILCOCK, of 2, Craven Cottages, Settle, in the County of York, Plate
Layer, do hereby declare the nature of my Invention for "IMPROVEMENTS IN
AUTOMATIC COMPRESSED AIR BRAKES, APPARATUS AND APPLIANCES CONNECTED
THEREWITH, APPLICABLE TO RAILWAY, TRAMWAY, AND OTHER VEHICLES" and in
what manner the same is to be performed to be particularly described and
ascertained in and by the following statement:—
The object of my invention is to simplify, and at the same time reduce the cost
of the apparatus and appliances used in connection with Automatic compressed
Air Brakes.
I effect this object by constructing the brake cylinder and reservoir concentric
with each other, both cylindrical in form the outer case forming the reservoir or
air chamber, and the inner case forming the brake cylinder or motor, which would
be long enough, to allow a sufficient stroke of piston to actuate the brake levers or
other mechanism, the diameter being regulated by the pressure at which it would
be required to work.
The reservoir cylinder or outer case may be made somewhat larger in diameter
than the brake cylinder, and as much longer as may be found necessary to provide
storage for the compressed air required for actuating the brake or brakes.
:
J
:

page_text: Both the reservoir chamber and brake cylinder, may be made either in wrought
or cast metal, the outer case or reservoir would be closed at one end and be
provided with an internal or external flange at the other end, the brake cylinder
would in like manner be open at one end and closed at the other, the closed end
being provided with a flange, the diameter of which corresponds to the diameter of
the flanges on the reservoir cylinder, thus when the open end of the brake cylinder
is inserted into the reservoir cylinder, the flange of the brake cylinder forms a cover
to the reservoir cylinder, so that there is only one joint between the two.
By making the barrel of the brake cylinder of less diameter than the reservoir
casing an annular space is provided, which forms an additional air space to the
reservoir, and in some measure protects the working barrel of the brake cylinder
from any damage which might be caused to the outer case by accident or other-
wise.
The brake cylinder which would be truly bored is provided with an accurately
fitting piston, also a piston rod and crosshead, the close or cover end of the brake
cylinder is likewise provided with a suitable stuffing box and gland, the piston is
constructed with suitable adjustable metallic packing rings and is provided with an
air valve or valves opening inwards in the direction of the reservoir chamber, such
air valve or valves being closed by any air pressure which may exist on the
reservoir side of the piston, one or more spiral, conical, volute or other convenient
form of springs is provided to force the piston back into the cylinder when the
brake pressure is taken off.
The reservoir and brake cylinder with their appliances would be placed in a
convenient position in or near the underframe of the vehicle to which it would be
attached, the connection with the brake levers and other mechanism may be similar
to that employed in similar brakes, the compressed air supply may be obtained by
a donkey pump or other means, and conveyed by pipes with flexible joints and
couplings similar to those at present in use for such purposes, and in like manner
the brake or brakes may be applied to one or more vehicles simultaneously, and in
the case of a railway train the brakes may be actuated and regulated by either or
both the engine driver or the guard from their respective vehicles, one set of pipes
serving both for the supply and discharge of the air.
The essential feature of my Invention is the arrangement of the reservoir and
brake cylinders in combination with the valve fitted piston and appliances herein
described.
The action of my improved brake apparatus and appliances is as follows, say as
in the case of a railway train, the engine and tender and all the vehicles are fitted
with my improved appliances, the duty of the driver would be, first to charge the
whole of the air receivers throughout the train, or as many of them as might be
required with compressed air, which would be done in the ordinary way by the
pump or other forcing medium.
The air so forced would pass along the service pipes to the front of each brake
cylinder, to which it was connected, the air entering which, would fill first the
brake cylinder on the front side of the piston, until the pressure on the front of the
piston was equal to the pressure (if any) in the reservoir at the back of the piston
when the air would pass from the front of the piston through the self acting valve
or valves already described into the reservoir.
When the pressure on both sides of the piston was in equilibrium, the springs
provided for the purpose would force the piston inwards in the brake cylinder, and
thus ease the brakes off the wheels of the vehicles.
When it became necessary to apply the brakes, some of the compressed air from
the front side of the piston in the brake cylinder would be allowed to escape.
When the pressure had thus been removed from the front of the piston the
compressed air at the back or reservoir end of the piston would close the air valve
or valves and force the piston forward and thus apply the brakes, the intensity of
the application being regulated by the amount of air allowed to escape from the
front of the piston, ·

page_text: The air which is allowed to escape may either go direct into the atmosphere, or
it may be discharged into a receiver placed in a convenient position under the
engine or tender, and of sufficient capacity to allow of a moderate action of the
brakes without loosing the whole of the elastic force of the air so discharged.
The action of the brake may be accelerated by creating a vacuum in the discharge
reservoir last named, such vacuum being formed either by the donkey pump, or by
a steam jet or otherwise, the air remaining in this discharge receiver may be forced
back again to the brake cylinders & receivers or allowed to escape as the case
may be.
Each brake cylinder, and each brake reservoir in addition to the appliances used
for filling and discharging them when in motion would be provided with suitable
taps or valves by which they may be discharged separately and by which any
accumulated moisture may be allowed to escape, suitable stop valves or cocks
would also be provided between each brake cylinder and the supply pipes so that
any vehicle may be connected or disconnected as required.
When the brakes are required to be taken off, a fresh supply of air would bo
forced by the pump through the service pipes to the front of the piston in each
brake cylinder until the pressure on both sides of the piston was equalized when
the action of the springs would ease the pressure from the brakes as previously
described.
In some cases the pressure of the brakes might be taken off by allowing the air
from the reservoir at the back of the piston to escape in a manner similar to that
employed for releasing the pressure from the front of the brake cylinder, this
arrangement however might be more conveniently applied to an engine, tender,
guards van or other single vehicle, than to a series of vehicles as in a train, but in
either case the pressure within the brake cylinder and reservoir would have to be
reinstated by a pump or other medium as herein previously described From the
foregoing description it will be seen that no vehicle in a train could be accidently
uncoupled or disconnected without the breaks being automatically applied.
As a modification in the construction of the appliances herein before described;
in lieu of metallic packing used in the piston of the brake cylinder other descriptions
of packings may be used such as roller packing of india rubber or other equivalent
material, or any other suitable packing may be employed.
As a further modification the brake cylinder instead of being made closed at one
end as herein previously described may be made open at both ends, the outer or
front end being closed with a loose cover, this may however be effected so that one
set of bolts may serve to secure both the cover and the brake cylinder to the
receiver cylinder, or, the loose cover may be fitted separately with independent
bolts.
A modification with regard to the application of the springs employed may be
introduced by employing a spring or springs at the front of the piston inside the
brake cylinder, in lieu of employing them outside, and in some cases springs may
be employed both inside and outside the brake cylinder.
The nature of my Invention will be better understood on reference to the
accompanying Sheet of Drawings in which,
Fig. 1. is a longitudinal elevation of the brake cylinder and air receiver.
Fig. 2. being a front elevation of the same.
Fig. 3. is a longitudinal section on the line A. B. and
Fig. 4. is a transverse section on the line C. D. (looking at the receiver side of the
piston).
The same letters refer to similar parts throughout the several views.
a, is the brake cylinder or motor.
b, is the air cylinder or reservoir.
c, is the annular space between the brake and air cylinder.
d, is the piston.
e, is the piston rod.

page_text: is the brake cylinder cover fitted with stuffing box and gland for piston rod.
h, is the brake lever or connecting rod.
i, is an air valve or valves fitted in the piston.
j, is a spring or springs which actuate the piston in the back stroke.
k, is the main service or train pipe.
1, is the coupling or connecting pipe or tube which may be flexible or otherwise.
m, is a stop cock or valve by which the same may be shut off from the main or
train pipe.
n, is an exhaust or drain tap by which air or water may be removed from the
receiver.
Having now particularly described and ascertained the nature of my Inven-
tion and in what manner the same is to be performed, I declare that what
I claim is,
(1.) The combination and arrangement of apparatus and appliances for actuating
brakes as herein set forth and illustrated in Figs. 1, 2, 3, and 4, of the accompanying
Drawings.
(2.) Improvements in Automatic Compressed Air Brakes, apparatus and appliances
connected therewith applicable to Railway, Tramway and other vehicles as herein
described and set forth on the accompanying sheet of Drawings.
Dated 17h J...
1000
R. HEBER RADFORD,.
Agent for the Applicant.