Certain Improvements in Brakes for Railway Waggons.
Year: 1896

page_text: PROVISIONAL SPECIFICATION.
Certain Improvements in Brakes for Railway Waggons.
We, JOHN EDWARD ALDERMAN, of No. 4, back of No. 40, Dollman Street,
Vauxhall, Birmingham, in the County of Warwick, Brakesman, and ALFRED
HENRY BARNETT, of No. 107, Bath Row, Birmingham, aforesaid, Railway Traffic
Clerk, do hereby declare the nature of this invention to be as follows:-
This invention has reference to brakes for railway waggons and consists in so
arranging the brake of one or more of the waggon wheels in combination with one
or more of the spring buffers that concussion on the said buffer or buffers will apply
the brake to the wheel or the brakes to the wheels of the waggons so as to arrest
the same; and when the pressure is removed from the buffer the brake will be
automatically taken off the wheel or wheels. Thus it will be seen that in a train
consisting of spring buffered waggons, or of mixed waggons a certain number of
which have spring buffers, and to which our invention is applied, the driver has
control over the whole of the train, as when the train is running and he applies his
ordinary brake to arrest the engine, the spring buffered waggons as they close together
compress the buffers and the concussion of the buffers will apply the brakes to the
wheels of these waggons which are provided with our invention and bring the train
to a standstill in much shorter time than if as heretofore the train had to be pulled
up by only the engine brake and that on the brake van. Moreover when
descending steep gradients the engine will be able to take a much heavier load
than heretofore, as the brakes being automatically applied to the waggons will
prevent their pressing unduly on the engine; also when the train accidentally runs
into a stop block the concussion will immediately put on the brakes and prevent
any damage to the waggons; also in case of mishap when the waggons run off the
rails the sudden concussion on the buffers will apply the brakes and minimise the
damage. Moreover, in case of rough shunting the loads in the waggons will be
less liable to damage as the concussion of one waggon meeting another will apply
the brakes to both. Also in case of a train parting and the brake van and some of
the waggons running back down an incline, the waggons can by the brakesman
applying his ordinary brake be quickly brought to a standstill as the pressure on
the buffers will apply the brakes to the wheels of the waggons.
Our invention can be applied to either one or more of the wheels and spring
buffers of a railway waggon but for simplicity we will describe our invention as.
applied to only one wheel and spring buffer of a railway waggon.
In carrying out this invention the buffer plunger or buffer rod is made to operate
on one end of a push rod the other end of this push rod acting either directly or
indirectly upon one arm of a two armed or other brake lever to the other arm of
which the brake block is fixed. The said push bar is suitably guided on the
framework of the waggon and is by preference arranged above one of the axle
boxes and the push bar can readily be operated by the buffer rod or buffer plunger
by the latter having a lateral projecting piece or lip bolted or otherwise fixed on
it to act upon the end of the push bar. Thus it will be seen that when the buffer
's compressed the movement of the buffer plunger or buffer rod is communicated to
e push bar which operates on the brake lever and forces the brake block against.
wheel

page_text: In order to enable the brake to be kept "off" the wheel for any length of time,
as when the waggons are being shunted we prefer to interpose between the end of
the push bar and the brake lever another lever or plate which we call the gear
plate and which is jointed on a rod running across the waggon from side to side
and so arranged that the push bar operates on the gear plate turning the same
outwardly and the latter acts upon the brake lever. When it is desired to take
the brake off it is only necessary to move the rod of the gear plate end wise so that
it will not be acted upon by the push bar, and then when the push bar is moved by
the buffer as stated above the brake lever will not be actuated. In combination
with the brake lever there may be a spring or balance weight to turn the brake
lever and take off the brake when the buffer is not compressed. In order to enable
the brake to be kept on the wheel for any length of time when the buffer is not
compressed, this is effected by the push rod being arranged in a stationary case or
bearing in which are holes corresponding with holes or projections on the push rod
so that when the spring buffer is being compressed and the brake applied to the
wheel as stated above, a locking pin can be inserted through one of the holes in the
case and in the push bar so as to lock the push bar in that position where it will
remain when the pressure is taken off the buffer. We may make the push bar in
one or more parts arranged to slide telescopically together and provided with coiled
wire or other springs so that when the push bar is pushed by the compression of
the buffer the brake will be put on with a gradually increasing pressure, or the
same effect may be obtained by other means as by making one arin of the brake
lever as a spring.
Dated this 10th day of Faber 1906
CHARLES BOSWORTH KETLEY,
Agent for the Applicants.
Certain Improvements in Brakes for Railway Waggons.
We, JOHN EDWARD ALDERMAN, of No. 4, back of No. 40, Dollman Street,
Vauxhall, Birmingham, in the County of Warwick, Brakesman, and ALFRED
HENRY BARNETT, cf No. 107, Bath Row, Birmingham, aforesaid, Railway Traffic
Clerk, do hereby declare the nature of this invention and in what manner the same
is to be performed, to be particularly described and ascertained in and by the
following statement:-
This invention has reference to brakes for railway wagons and consists in so
arranging the brake of one or more of the wagon wheels in combination with one
or more of the spring buffers that concussion on the said buffer or buffers will apply
the brake to the wheel or the brakes to the wheels of the wagons so as to arrest
the same; and when the pressure is removed from the buffer the brake will be
automatically taken off the wheel or wheels. Thus it will be seen that in a train
consisting of spring buffered wagons, or of mixed wagons a certain number of which
have spring buffers, and to which our invention is applied, the driver has control
over the whole of the train, as when the train is running and he applies his
ordinary brake to arrest the engine, the spring buffered wagons as they close
together compress the buffers and the concussion of the buffers will apply the
brakes to the wheels of these wagons which are provided with our invention and
bring the train to a standstill in much shorter time than if as heretofore the train
had to be pulled up by only the engine brake and that on the brake van.
Moreover when descending steep gradients the engine will be able to take a much
heavier load than heretofore, as the brakes being automatically applied to the

page_text: wagons will prevent their pressing unduly on the engine also when the train
accidentally runs into a stop block or otherwise collides the concussion will
immediately put on the brakes and prevent any damage to the wagons; also in
case of mishap when the wagons run off the rails the sudden concussion on the
buffers will apply the brakes and minimise the damage. Moreover, in case of
rough shunting the loads in the wagons will be less liable to damage as the
concussion of one wagon meeting another will apply the brakes to both. Also in
case of a train parting and the brake van and some of the wagons running back
down an incline, the wagons can by the brakesman applying his ordinary brake
be quickly brought to a standstill as the pressure on the buffers will apply the
brakes to the wheels of the wagons.
Our invention can be applied to either one or more of the wheels and spring
buffers of a railway wagon but for simplicity we will describe our invention as
applied to only one wheel and spring buffer of a railway wagon.
On the accompanying drawing
Fig. 1 is a side elevation of a railway wagon with our invention applied;
Fig. 2 is a longitudinal sectional elevation of the same;
Fig. 3 is an inverted plan of the said wagon; Fig. 4 is a cross section of the
same and
Fig. 5 shews a part of our said invention separately.
The same letters of reference indicate the same parts in all the figures.
In carrying out this invention the buffer plunger or buffer rad is made to operate
on one end of the push rod B the other end of this push rod acting either
directly or indirectly upon the arm c¹ of a two arm or other brake lever C to
the other end c2 of which the brake block c³ is fixed to act upon the wheel F.
The push rod B is suitably guided and carried at one end by the arm a fixed
thereto and to the buffer rod A and by the guide block D fixed on the frame-
work of the wagon and in which the push rod B can slide. The push rod B is
by preference arranged above one of the axle boxes as shewn. The brake
lever C turns at et on a fulcrum pin fixed to the brackets E' E' which are fixed
to the framework of the wagon. Thus it will be seen that when the buffer a² is
pressed inwardly the movement of the buffer rod A is communicated to the push
rod B which operates on the brake lever C and forces the brake block against
the periphery of the wheel F and thus retards the same.
In order to enable the brake e to be kept off the wheel F for any length of
time as when the wagons are being shunted, we prefer to make the push rod B so
short as not to reach the arm c' of the brake lever when the buffer is compressed
and we interpose between the end 6 of the push rod B and the brake lever arm c¹
another lever or plate G which we call the gear plate and which is jointed to the
rod H running across the wagon from side to side and made with handles hat
each end by which the rod H can be slided to and fro in the bearings h³ h from
either side of the wagon. The end of the push rod acts against the gear
plate G turning the same outwardly and the latter acts upon the arm of the
brake lever C and applies the brake c³ to the wheel F. When it is desired to
keep the brake "off" so that it will not be operated by the buffer a² it is only
necessary to move the rod H of the gear plate Gendwise in the direction indicated
by the arrow in Fig. 4 so far that the gear plate G will not then he acted upon by
the push rod B, and then when the push rod B is moved inwardly by the com-
pression of the buffer a² as stated above the brake lever C will not be actuated by
the push rod B as the latter is as before stated too short to reach the brake
lever C when the gear plate G is not interposed between the arm c¹ of the brake
lever and the end of the push bar B. The sliding cross bar H and gear plate G
are locked in the position shewn in Fig. 3, that is with the gear plate G between
the end of the push-rod B and the brake lever arm c¹, by the handle being
turned down outside the upwardly projecting stop j formed on the stop plate Ji
fixed on the wagon the handle &' at the other end will also take against the inside
of the projecting stop formed on the other stop plate J as shewn in Figs. 3

page_text: and 4. To lock the sliding cross bar H and gear plate G in the position corre
sponding with when the brake is not to be actuated by the compression of the
buffer, the rod H is as stated above moved end wise in the direction shewn by the
arrow in Fig. 4 and the handle & is turned down outside the projecting stop of
the stop J the other handle A simultaneously turning down inside the projecting
stop j¹.
In combination with the brake lever C there is a spring or balance weight to
take and maintain the brake off the wheel when the buffer is not compressed, such
a spring for instance as that marked I and shewn in Figs. 1 and 2 which is fixed
on the frame of the wagon and acts against the armi c¹.
Instead of making the push rod B in une piece as in the arrangement above
described and shewn on our drawings we may make the said push rod in two or
more parts arranged to slide telescopically together and provided with coiled wire
or other springs so that when the push rod is pushed by the compression of the
buffer a the brake will be put on with a gradually increasing pressure; or the
same effect may be obtained by other means as by making one of the arms, say
the arm c', of the brake lever C as a spring arm.
Our invention is particularly applicable to express goods and meat trains so as
to enable the driver to pull up the train in a much shorter distance than is possible
when as at present there is only a brake on the engine and brake van.
The ordinary hand brake lever K may be arranged as shewn in Figs. 1, 3 and 4
for its lower end to act against the arm c² of the brake lever C and apply the
brake block 3 to the wheel F by depressing the other end of the hand brake
lever K in the usual way. c is the fulerun on which the hand brake lever K
turns.
We wish it to be understood that we do not limit ourselves to the precise
arrangement of parts herein described and illustrated by ur drawings for com-
municating the compressive movement of the buffer to the brake, as it will be
evident that the said parts may be varied without departing from the nature of
our invention, the essence of which is so arranging the brake as to be applied by
the compression of the buffer.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what
we claim is :-
1. In brakes for railway wagons so arranging one or more of the spring buffers
and brake levers that when the spring buffer is sufficiently compressed the buffer
rod will act directly or indirectly upon the brake lever and apply the brake to the
wheel which brake will be taken off by the buffer springing outwardly again
substantially as hereinbefore set forth.
2. In a brake apparatus of the kind denoted under Claim 1 for railway wagons
the employment of the gear plate G between the end of the buffer push bar and
the brake lever said gear plate being carried by a rod extending across the wagon
and arranged for endwise movement so that when the rod and gear piate are moved
in one direction the gear plate will form a communication between the end of the
buffer push bar and the brake lever and when the rod and gear plate are moved in
the opposite direction there will be no communication between the said push bar
and the brake lever, all substantially as herein before described.
3. In combination with one or more of the spring buffers of a railway wagon
the employment of the push rod B connected to and moving with the buffer rod,
and the brake lever C carried by said wagon and adapted to be acted upon by said
push rod and apply the brake to the wheel when the buffer is sufficiently compressed
all substantially as hereinbefore set forth.
4. In combination with one or more of the spring buffers of a railway wagon
the employment of the push rud B connected to and moving with the buffer rod,
the brake lever C carried by said wagon and adapted to be acted upon by said
push rod and apply the brake to the wheel when the buffer is sufficiently compressed,

page_text: the gear plate G carried by the sliding rod H and adapted to be interposed
between and communicate pressure from the end of the push bar B to the brake
lever C or to be fixed in such a position as not to be acted upon by said push bar-
all substantially as and for the purposes herein before set forth.
Dated this 10th day of December 1896.
CHARLES BOSWORTH KETLEY,
Agent for the Applicants.