Improvements in Brakes for Railway and similar Vehicles.
Year: 1893

page_text: Date of Application, 16th Oct., 1893-Accepted, 2nd Dec., 1893
COMPLETE SPECIFICATION.
Improvements in Brakes for Railway and similar Vehicles.
I HEINRICH BÜSSING, Engineer of 41 Elmstrasse Brunswick in the Empire of
Germany 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:-
The object of my invention is a brake apparatus which is light and easily
managed by one person who can stop cars in motion at any place desired without
machinery attached to the car or without anyone being on board the car.
The object of my invention being to raise the pressure of the brake block against
the wheel, and with it the working of the brake, so that an exterior power, be it a
spring or human power, causes a pressure of the block against the wheel, while the
wheel itself is not raised from the rail but remains upon it.
It is clear that for this purpose it is necessary to create a counter pressure,
by which the desired pressure of the brake block against the wheel is
compensated for.
This counter pressure is accomplished by a small block fastened on one side of
the point of contact of the wheel and rail (the brake block being before the wheel
and the small block behind it) and which when the brake block is pressed against
the opposite side of the wheel, serves as a counter rest for the pressure.
The drawings annexed show in elevation, plan, and section, various modes of
performing the invention, the aforesaid block being marked by the letter K. The
manner in which this block K may be placed in position behind the wheel is
different. Either it is made tongue shaped on the outside and can be placed on the
rail together with the brake itself so that the wheel which is to be stopped passes
over as shown on Sheet I Figs. 1 to 9 and on Sheet II, Figs. 12ª 12B 12°
or the block can be put in place by swinging it from the side behind the wheel by
means of a connecting rod H, (Sheet II Figs. 10A 10B 10° 10° and 114 11B 11° 11)
which is turnable round a perpendicular or on its own longitudinal axis. By this
means the support for the reactive power is gained, and the different forms of the
constructions which may be employed are as follows-
In the apparatus, the principal parts to be distinguished which reappear in every
form are:- The brake block itself B, and the part which directly or indirectly bears
the brake block and which rests on the rail and secures the proper position of the
whole apparatus. This is called the brake shoe S; the counter block which
presses on the opposite side of the wheel is called K, the connection of the counter
block with the brake shoe, is called H, and I is the lever or spring which is used
to obtain the working of the brake blocks B and K by means of exterior pressure
(human power or spring) exerted against each other.
The different forms of construction differ from each other only in the manner in
which the different parts can be relatively moved. First those forms will be
described by which the brake pressure is attained through human power by means
of a lever.
In these forms the succession of the single functions is as follows-
First, the whole apparatus is laid on the rail so that the brake shoe S rests firmly
on the rail. An official with the lever in his hand awaits the approaching car
which is to be stopped. The front wheel passes over the counter block K and
strikes against the brake block B, upon which the wheel pushes the apparatus along
the rail before it, and the official going beside the car draws back the lever 1 and
in this manner he draws together the brake block B and counter block K by which
the working of the brake is accomplished.

page_text: Such an arrangement is shown in Figs. 1A 1B and 1° in side elevation, ground
plan and end view.
The brake block B is fitted to the brake shoe S and made somewhat movable for
the purpose of fitting better to the wheel. The counter block K is fixed on the
connecting rod H which latter can move in sliding gears at the side of brake
shoe S. This sliding is effected by the lever I which the official draws back after
the wheel has passed over the block K. This lever has one centre of motion on a
projection of the brake shoe S and the other on the connecting rod H. The bolt
of the lever moves in a longitudinal slit, so that it is possible to move the rod H in
a straight line motion in the direction of the track.
To lessen the jolt the official may receive by the contact of the wheel with the
apparatus, the handle of the lever I may be furnished with a spring as shown in
Fig. 1. The handle at the joint y can be turned and is kept in place by a suitably
strong spring f.
Fig. 2 shows a slight difference from the construction described, rod H instead
of being movable through the sliding motion is made through a parallelogram
arrangement and is so held in a direction parallel with the rail, otherwise the
construction is the same as represented in Fig. 1.
A manner somewhat less sure of managing the rod H is shown in Fig. 3 which is
simply, leaving away one of the sliding gears seen in Fig. 1B otherwise everything
remains the same.
In Fig. 4 this sliding gear is changed to the other side of the lever I and shaped
to a curve, so that the rod H can only be moved in a line parallel to the rail.
In Fig. 5 this curving gear is replaced by a radius bar h which forces the
connecting rod H to move in a parallel direction.
Now follows a succession of forms of construction in which the counter block K,
the connecting rod H and the brake shoe S are firmly joined together, while the
brake block B can be pushed up against the brake shoe S.
The simplest form of this principle is represented in Fig. 6. The lever I not
only serves to make the pressure but guides the brake block B attached to it and
because of its exact fitting to the wheel, is flexible in the same manner as before
described while the lever itself has its farthest centre of motion in the brake
shoe S.
In this figure there is an arrangement shewn, which is also possible in the other
constructions. The counter pressure on the rail, produced by the pressure of the
brake block B against the wheel, is taken up by a roller attached to the brake
shoe S and which passes through a slit in the brake shoe till on the rail and so
changes the sliding friction into a rolling one.
1'
The arrangement which Fig. 7 shows differs but little from the one just
described. The centre of motion of the lever I on the brake shoe S having a
perpendicular axis, instead of a horizontal one as in the preceding case, and is on
the inside of the rail, hence the whole lower end of this lever is made horizontal.
Between the brake block B and the eye a attached to the lever I which serves to
admit a bolt, an intermediate pieces is inserted and the brake block B itself is
guided on the brake shoe S by the turning bar C.
In Figs. 8 and 9 the brake block B is not joined direct to the lever I but is in a
block which can be moved in a sliding motion against the brake shoe S. The
lever I which has its turning point on the brake shoe and on the inner side of the
rail passes through an opening in the block C¹ and pushes by its movement
the block and brake block against the wheel.
The only difference in Fig. 9 from Fig. 8 is that block C' through a slit in the
brake shoe S touches direct upon the rail so that by the pressure of the brake, the
raised sliding friction that takes place between the rail and block C¹ can be used
to increase the working of the brake block B.
Now follow two arrangements by which brake pressure is produced also by
human power and by means of the lever I but by which the wheel does not pass
over the counter block K but directly against the brake block B upon which the

page_text: official, by means of the mechanism places the block K which has been lying
beside the rail, behind the wheel and then brings into action the working of the
brake as already described.
Fig. 10 shows in plan view the position of the apparatus before the arrival
of the car.
The lever I has a centre of motion on a projection of the brake shoe,
the bolt 6 at its end moves in a curved slit of the rod H, the first part lies slanting,
the latter at right angles to the rail. The rod H has another slit u and is
provided with a pivot t which touches a projection on the brake shoe S. After
the wheel has entered and the swinging of the lever I to the left takes place, by
means of the slanting part of the slit which guides the bolt 6 first the rod H and
with it the counter block K swings on to the rail by which the pivot t held back
by the projection which it touches, prevents sliding in the direction of the rail and
insures the turning movement until the bolt benters the second part of its slit
(Fig. 10B) upon which a pushing of the rod and the block in the direction of the
rail takes place so far as the pivot t has left the projection before mentioned and
made way through the slit u for this movement.
Instead of swinging in the counter block K after the wheel has passed by
turning on a perpendicular axis, one can attain the same object by turning the
rod H (in such case is better made round) round its longitudinal axis. This
arrangement is shown in Figs. 114, 11B and 11°. The head of the lever I which
performs the motion of the rod H is formed like a coupling bar. The nut u in
conjunction with the pivot effects during the first part of the motion a simultaneous
turning by which the block K comes on the rail, while in the second part of the
movement only a longitudinal motion takes place.
It is now necessary to give an example of how the spring power, instead of
human power can be used.
In Figs. 12, 12, and 12° such an arrangement is represented. The brake
block B is here movable on the brake shoe S and has a roller to lessen the
friction. A spring I presses the brake block continually in the direction towards
the wheel. When the wheel has passed over the counter block, it presses back as
far as its space demands the brake block B and compresses the spring I by which
a brake pressure is effected, the power of which depends upon the dimensions of
the spring.
As it would be very difficult to remove the brake from the wheel with the spring
being compressed, a junction could be made on some part of the apparatus which
when loosened allows of the extension of the spring. The drawing shows such
after the withdrawal of the peg i, the lever H by means of the handle p is swung
out and so the counter block K can be drawn away from the wheel.
It may be mentioned that the invention can be used for leading one or several
railway carriages coupled together down steep inclines. In such case the brake
can be displaced during the stoppage of the car and the counter block K need not
be used.
To pass over switches and crossings the brake shoe S need only at one side
embrace the rails (see Figs. 13 to 13) consequently the brake block B as well as
the counter block K are widened at the inside and provided with grooves 1 for the
wheel flange.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what I
claim is-
1. In a brake capable of being laid on a railway track to stop a car wheel
moving against it, a brake shoe which catches on to the rail insuring the proper
position of the apparatus on the rail a brake block joined to the brake shoe and
somewhat flexible, a counter block which serves as a counter rest for the brake
pressure and which is passed over by the wheel to be stopped, a connecting rod
between the counter block and the brake shoe which lies parallel to the rail and
which is united through sliding gears with the brake shoe, a lever the centre of

page_text: motion of which is joined to the brake shoe so that it moves the connecting rod
and with it the counter block in the direction of the rail.
2. In a brake intended to be laid on a railway track to stop a car wheel moving
against it, a brake shoe which catches on the rail, insuring the proper position of
the apparatus on the rail, a brake block joined to the brake shoe and somewhat
flexible, a counter block which serves as a counter rest for the brake pressure and
which is passed over by the wheel to be stopped, a connecting rod between the
counter block and the brake shoe which lies parallel to the rail and which is united
through curved gears with the brake shoe, a lever the centre of motion of which is
joined to the brake shoe so that it moves the connecting rod and with it the counter
block in a parallel direction.
3. In a brake intended to be laid on a railway track to stop a car wheel moving
against it, a brake shoe which catches on to the rail insuring the proper position of
the apparatus on the rail, a brake block joined to the brake shoe and somewhat
flexible, a counter block which serves as a counter rest for the brake pressure and
which is passed over by the wheel to be stopped, a connecting rod between the
counter block and the brake shoe which lies parallel to the rail and which is
firmly united to the brake shoe, a lever to which the brake shoe itself is somewhat
flexibly attached and the centre of motion of which is on the brake shoe.
4. In a brake intended to be laid on a railway track to stop a car wheel moving
against it, a brake shoe, which catches on to the rail insuring the proper position of
the apparatus on the rail, a brake block joined to the brake shoe and somewhat
Alexible, a counter block which serves as a counter rest for the brake
pressure and
which is passed over by the wheel to be stopped, a connecting rod between the
counter block and the brake shoe which lies parallel to the rail and which is firmly
united with the brake shoe, an intermediate piece which bears the brake block
somewhat flexibily fitted and which is movable in connection with the brake shoe,
a lever the centre of motion of which is in the brake shoe so that it can move the
intermediate piece and with it the brake block against the wheel.
5. In a brake intended to be laid on a railway track to stop a car wheel moving
against it, a brake shoe which catches on to the rail ensuring the proper position of
the apparatus on the rail, a brake block joined to the brake shoc and somewhat
flexible, a counter block which serves as a counter rest for the brake pressure,
a connecting rod between the counter block and the brake shoe which lies
parallel to the rail bearing curving slits in which pivots enter, a lever turnable
on a projection of the brake shoe, which scizes the rod so that before the sliding
movement the turning of the rod begins to take place through which the counter
block attached to the rod comes on the rail.
6. In a brake intended to be laid on a railway track to stop a car wheel moving
against it, a brake shoe which catches on to the rail ensuring the proper position
of the apparatus on the rail, a counter block which serves as a counter rest for the
brake pressure and which is passed over by the wheel to be stopped, a connecting
rod between the counter block and the brake shoe which lies parallel to the rail
and which is firmly united with the brake shoe, so that, for the purpose of removing
the compressed brake sideways from the wheel by the removal of a peg can he
effected, a bar which bears the brake block, somewhat flexible and which can be
moved on the brake shoe in sliding gear and which is continuously pressed by a
spring against the wheel.
7. In a brake, which is intended to be laid on a railway track to stop a car
wheel moving against it consisting of a brake shoe which catches on to the rail,
insuring the proper position of the apparatus on the rail, a brake block joined
somewhat flexibly to the brake shoe, a counter block united with the brake shoe
through a connecting rod which lies parallel to the rail; a roller which is attached
to the brake block so that it carries the brake pressure on to the support and
changes the sliding friction into a rolling one.
8. In a brake intended to be laid on a railway track to stop a car wheel moving
against it, consisting of a brake shoe which catches on to the rail insuring the

page_text: proper position of the apparatus on the rail, a brake block somewhat flexibly joined
to the brake shoe, a counter block united with the brake shoe through a connecting
rod lying parallel to the rail and by which the brake-work is effected by the coming
together of the brake block and the counter block which takes place by use of a
lever having a resilient handle which carries a movable joint and spring allowing
the turning of the said handle correspondingly to the force employed.
9. A brake device serving to render possible and regulate the passage of railway
carriages on steep inclines consisting of a brake shoe laterally embracing the rails
and a brake block slightly rotatably connected with the brake shoe, a counter block
serving to abut the brake pressure, the counter block provided with a connecting
rod at the side of the rail connected with the brake shoe in such a manner that the
brake block and the counter block can be brought one towards the other by
the aid of a hand lever, the pivot of which is connected with the brake shoe.
Deted this 16th day of October 1892
R. HADDAN,
Of the Firm of Herbert Haddan & Co.,
18, Buckingham Street, Strand, London, W.C.
R. HADDAN,
Of the Firm of Herbert Haddan & Co.,
18, Buckingham Street, Strand, London, W.C.