A NEW CONTINUOUS AUTOMATIC BRAKE FOR RAILWAY AND TRAMWAY CARRIAGES
Year: 1878

page_text: PROVISIONAL SPECIFICATION left by Paul Klunzinger at the Office of the
Commissioners of Patents on the 3rd July 1878.
PAUL KLUNZINGER, Engineer, of Vienna, IV. Belvederegasse, 2 Th. F. "A NEW
CONTINUOUS AUTOMATIC BRAKE FOR RAILWAY AND TRAMWAY CARRIAGES.”
This Invention relates to an improved automatic mechanical brake which is
operated by the weight of the load, and the chief advantages of the said brake are
as follows, that is to say :-
The pressure upon the brake blocks being effected by a part of the weight of
the carriage and its load the pressure of the brake is proportional to the gross
weight.
In order that the disengagement of the brake may also be effected by means of
the weight of the carriage, the vis viva of the latter when running at the moment
when the skidding commences is utilized for the applying of the effect of another
part somewhat more considerable of the weight of the carriage, and the position
which results therefrom is maintained during the skidding by means of connecting
or engaging devices.
To effect the disengagement of the brake the force thus accumulated is utilized
by the aid of disconnecting devices to suppress the effect of the first part of the
weight of the carriage, that is to say, the part operating the skidding.
The connecting and disconnecting may be effected automatically in such a
manner that the brake will be applied or taken off automatically.
By a suitable transmission of the movements of one carriage toward and from
another the brake is developed or made into a continuous brake.
⚫ The application of the brake is effected in the following manner, that is to say :-
The proper arrangement of the auxiliary mechanical organs designed to apply the
above described particular effects of the brake is regulated according to the con-
t.
D 077

page_text: struction and intended use of the vehicles, that is to say, according to whether
the skidding is to be or may be effected quickly or slowly.
In the accompanying Drawings,-
Figure 1 represents a plan of a carriage truck or frame with my said brake
applied thereto. Figures 2 and 3 are sections of the same on the line x, x,
Figure 1.
Figures 4 and 5 shew on an enlarged scale the operation of the mechanism
by means of the suspension springs and by means of an axle of the carriage
wheels.
Figure 6 is a side view of the mechanism transmitting the action of the sus-
pension springs to determine the operation of the brake.
Figures 7, 8, 9, and 10 are views of the mechanism operated by the axle.
An example will explain how the said brake may be easily applied to a carriage,
the skidding of whose wheels is to be effected during one complete rovolution
thereof. This is effected as follows, that is to say-One of the pairs of suspension
springs of the carriage acts by its suspension to the small levers a and a (the
lever a being longer than the lever a¹) upon the axes of rotation o and o² fixed
to the frame plate, these axes being left free, the axis o turning to the left and the
axis o' to the right. By reason of the communication between these two axes o
and o¹, by the aid of the levers b and b¹ and the rod c, a movement takes place in
the direction of the longer lever a toward the loft until the end of the lever b moets
a shoulder d, which limits its movement. If on the contrary the axis o were
turned to the right the lever a' would follow the pressure above of the end of the
spring, and the brake blocks would be pressed against the wheels by means of a
lever e keyed on the axis of rotation o¹, a traction rod f, brake cranks g and h, and
the rods upon which are the brake blocks.
The rod may in order to compensate for the wear of the brake blocks be
periodically lengthened by means of a screw, and the eye at the end of the traction
rod c will have play for the movement of the arm b¹, according to the wear of the
brake blocks within the limits of the periodical adjustment of the bar f.
The end of the lever b and the corresponding end of the rod c always have a
constant course, the end of the arm b' having a shorter or larger course according
to whether there is more or less wear on the brake blocks.
The rotation of the axis o towards the right which consequently only allows the
skidding to be effected from the axis o' is operated by means of the carriage axle
when running, and in the following manner, that is to say :-
Between an executive disc fixed to the axle of the carriage and the lower arm
of a lever bent at right angles and fixed on the axle or axis o another circular
disc m is caused to descend, which disc is maintained in a vertical plane upon a
jointed oscillating supporting piece. The said disc m is supported by the excentric
k whilst the wheel makes one revolution against the lever 1, which causes the latter
to turn as well as the axis o toward the right, and as herein-before explained pro-
duces by means of the axis o' an instantaneous skidding.
To maintain the lever b in its extreme position as long as the skidding of the
wheels is to continue an excentric disc n, placed above the lever 1, descends at
the moment when the upper part of the lever has got into its position, namely,
horizontal.
If the disc m is lifted and this lifting raises simultaneously a lever p loose on
the axis o or movable around another suitable axis, this lever turning the excen-
tric disc n to the left by means of the tappet g the lever will rise the axis, will
turn again to the left and the disengaged brake will take its first position.
In the carriage represented as a specimen the raising of the disc m is supposed
to be operated by two small chains guided in the grooves of the pulleys 7, 8, and t,
suspended to a traction bar u guided longitudinally under the carriage and pro-
vided with chain ends or links. According to whether the bar u is drawn to the a
left or to the right the small chain right or left will raise the disc m.
The

page_text: tension or releasing of the traction bar may be operated in any suitable manner
even by the aid of the ordinary crank or handle.
If it should be desired that the wheel may make several revolutions before the
skidding commences there may be inserted between the excentric disc and the
5 lever another lever with a stop, and in place of the cylindrical disc m an
excentric disc m² may be inserted with a ratchet wheel. In disengaging, the lever
p should be raised simultaneously with the pawl and the lever l.