An Improved Weight Brake for Railway Rolling Plant.
Year: 1889

page_text: Date of Application, 18th Dec., 1889-Accepted, 1st Feb., 1890
COMPLETE SPECIFICATION.
An Improved Weight Brake for Railway Rolling Plant.
I, ALBERT PAUL, of No. 4 Steglitzer Strasse, in the City of Berlin, in the German
Empire, Engineer, lo 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:—
My invention relates to an improved weight brake for railway rolling plat,
specially characterised thereby that by the novel arrangement of the brake levers
a proportionately very long lever is attained on which the brake weight operates so
that a powerful pressure of the brake blocks is attained. The fulcrum for the lover
which has the form of an angle lever is arranged on a link or limb rotarily attached
to the cross rod which carries the brake blocks. In this manner a knee joint is
produced which is in connection with the connecting rods, so that when the long arm
of the angle lever is raised the cross rod, which carries the second pair of brake blocks
will also be pressed against the wheels.
The arm of the angle lever is raised by the brake weight and as a very long arm
can be used the weight for producing the requisite movement of the brake blocks can
be correspondingly decreased by the action of the double connecting rods on the
cross rods the power of the brake increased.
In the accompanying drawings,
Figure 1 is a side view of the brake in released condition, the carriage frame in
section,
Figure 2 is a like view with the brake blocks applied,
Figure 3 is a section on the line - in Figure 1.
The brake blocks a, a¹ are arranged on cross rods b, 6' which are pendulatingly
hung to the framework of the carriage by the limbs or one arm levers c, d. On the
cross bar b¹ and rotarily arranged between adjustable rings is a two-armed lever d,
to the upper end e of which the short arm of the angle lever g, h, is attached, whilst
the long arm g of the angle lever g, h, is arranged in almost horizontal position
beneath the flooring of the vehicle and is connected to a chain n which runs over a
suitable pulley and is fixed to the arm o of a bell crank lever, the other arm p of
which carries the brake weight 9.
The simultaneous application of both pairs of brake blocks to the opposite sides of
the wheels is attained by connecting the rods i, k, in joint-like manner on the one
hand to the short lever arm on the bolt j and on the other hand to the lower arm of
the lever d, said rods i, k, being attached at the opposite ends to the fixed arms 1, m.
on the cross rod by means of jointed plates. The rods i, k are at these ends
provided with threads for receiving screw nuts which lay against the joint plates
in order to be able to regulate the distance of the brake blocks from the wheel.
The upper rod is bifurcated in order to permit the movement of the lever arm g.
When this 'ever arm g is raised the joint e will be bent towards the wheel, so that a
movement of the points and for the connecting rols ik is caused in the same
direction and the brake blocks are pressed onto the wheels with double power. The
weight q is joint-like connected by the rod r to the lever s, in the second bifurcated
arm of which a pendulating weight is eccentrically hung. To the movable axle u of
the angle lever, said axle being appropriately attached to the roof or other appropriate
part of the carriage, I attach a second angle lever c. which carries at its ends the
rollers ³, 3, over which a rope, line or cable runs, as shown in Figure 1, said ropo =
being attached at one end to an eye and at the other end to the brake rope Z, which
runs over the pulley weight to and is continued, as customary, the entire length of the
train. When the brake blocks (Fig. 1) are not applied, the brake rope Z and the
auxiliary ropes for each carriage are under tension, so that the weight & is raised and

page_text: the auxiliary weight t turned to the opposite side of the axle u, so that the weight is
more or less equalised and in this manner keep the brake ropes from pressure. If the
brakes are to be simultaneously applied to all the carriages in the train the brake
rope Z is loosened in the direction of the arrow, Figuro 1, so that the weight q will
fall in the position represented in Figure 2 and the lever combination moved in the
above described manner and apply the brake blocks to the wheels. When the
weight q falls, the lever a will be so operated that the swingly weight t will pass to
the other side of the axle u and thus increased the force exercised by the brake
weight g.
When the brake rope is again placed under tension and drawn in the
direction represented by arrow in Figure 2, the weights will be raised and the brake
blocks removed out of contact with the wheels.
8
The arrangement of the brake for railway rolling plant is such that each pair of
wheels will bo braked from both sidos, the brake blocks being operated by the angle
lever 9,
the chain attached to the end of which runs over an appropriate pulley and
is attached to the arm o of the weight lever.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed. I declare that what I
claim is :-
1: A weight brake for railway rolling plant, in which the brake weight q, which
is operated by means of the main brake rope Z and the auxiliary rope, is attached
to the long arm of an angle lever g, the fulcrum e of the short arm of which forms
the fulcrum for the lever arms d and h, in such manner that the brake blocks carried
by the cross rods b, 6' and provided with the two connecting i, k, are simultaneously
applied to or released from both sides of the wheels, substantially as set forth and
shown.
2-My improved weight brake for railway rolling stock, substantially as set forth
in the foregoing specification, and illustrated by the accompanying drawings.
Dated this 18th day of December 1889.
A. PAUL.
Per W. H. Beck,
Agent.