Improvements in Brakes for Railway Rolling Stock.
Year: 1893

page_text: Date of Application, 31st Aug., 1893
Complete Specification Left, 21st May, 1894-Accepted, 7th July, 1894
PROVISIONAL SPECIFICATION.
Improvements in Brakes for Railway Rolling Stock.
1. CHARLES LUYERS, of Rue Pont de la Carpe, Brussels, Engineer, do hereby
declare the nature of this invention to be as follows:-
According to this invention the brake blocks of railway rolling stock are applied
to friction drums fixed on the running axles, the friction and wear of the wheel
tyres being thus avoided, and the hardening of the tyres being rendered
unnecessary.
The accompanying drawings illustrate brake apparatus according to my
invention.
Fig. 1 is a part plan, Fig. 2 a front elevation partly in section, Fig. 3 a side
elevation, Fig. 4 a front view of the friction drum which is keyed and bolted in
halves on the axle E with holes through it for cooling.
The brake cylinder C has two pistons urged towards each other by springs
surrounding the piston rods 1, 1. Each of these rods is jointed to two levers bb₁
the fulcra of which are connected by links 2, 2', to a lever L on opposite sides of
its fulcrum. From the pin 3 of the short arm of each lever b a rod 4 extends to
a double crank M the arms of which are linked to a pair of levers B B' carrying
the brake blocks S¹ S.
As the brake pistons are separated by air pressure between them or otherwise,
the arms 3 and rod 4 are drawn towards L and the double crank M is partly turned
BO as to press the brake blocks against the drum d.
In order to compensate wear, the lever L is turned more or less and pinned to a
bar N thus drawing nearer together the fulcra of the levers b and consequently
drawing the rods 4 so as to bring the brake blocks nearer the drum d. The double
crank M is mounted on a pin V from which bent arms p p¹ extend down to carry
the fulcra of the levers B³ B.
In
The pin V is itself on a bracket n swivelling on a bolt r which is held on a
bar G that crosses the carriage and has its ends resting on the axle boxes. Thus
the crank M and the brake levers and blocks do not partake of the vertical
oscillations of the carriage body, but remain always coincident with the axle.
order to steady the bar Ġ it may pass through slotted guides projecting down from
the carriage frame in the manner of horn plates, and to steady the pin V it is tied
by a link 6 to a pin 7 bracketted from and tied by link 8 to the underframe.
The brake drum d may be attached to the running wheel D. It has collars K K¹
between which there is surface for the brake blocks considerably wider than the
wheel tyre to which they are usually applied.
As shewn in Fig. 1 an arm o projecting down from the cylinder C carries a
pivot e for levers A with arms ii, which, being moved by pins on the rods 1, 11,
point on a scale J at the side of the carriage the extent to which the brake blocks
are moved so as to give indication when the lever L should be moved to
compensate wear.
Dated this 31st day of August 1893.
ABEL & IMRAY,
Agents for the Applicant.

page_text: OUMI EELE SI BUIT
Improvements in Brakes for Railway Rolling Stock.
I, CHARLES LUYERS, of Rue Pont de la Carpe, Brussels, Engineer, 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:-
According to this invention the brake blocks of railway rolling stock are applied
to friction drums fixed on the running axles, the friction and wear of the wheel
tyres being thus avoided, and the hardening of the tyres being rendered unnecessary,
thus effecting a saving in the expense of re-turning the tyres after wear.
The drawings accompanying my Provisional Specification illustrate brake
apparatus according to my invention.
Fig. 1 is a part plan, Fig. 2 a front elevation partly in section, Fig. 3 a side
elevation, Fig. 4 a front view of the friction drum which is keyed and bolted in
halves on the axle E with holes through it for cooling.
The brake cylinder C has two pistons urged towards each other by springs
surrounding the piston rods 1 1'. Each of these rods is jointed to two levers bb₁
the fulcra of which are connected by links 22' to a lever L on opposite sides of
its fulcrum. From the pin 3 of the short arm of each lever b a rod 4 extends to a
double crank M the arms of which are linked to a pair of levers B B' carrying
the brake blocks S¹ S.
As the brake pistons are separated by air pressure between them or otherwise,
the arms 3 and rod 4 are drawn towards L and the double crank M is partly turned
so as to press the brake blocks against the drum d.
In order to compensate wear, the lever L is turned more or less and pinned to a
bar N thus drawing nearer together the fulcra of the levers b and consequently
drawing the rods 4 so as to bring the brake blocks nearer the drum d. The double
crank M is mounted on a pin V from which bent arms ppl extend down to carry
the fulcra of the levers B¹ B.
The pin V is itself on a bracket n swivelling on a bolt r which is held on a bar G
that crosses the carriage and has its ends 1 resting on the axle boxes. Thus the
crank M and the brake levers and blocks do not partake of the vertical oscillations
In order to
of the carriage body, but remain always coincident with the axle.
steady the bar G it may pass through slotted guides projecting down from the
carriage frame in the manner of horn plates, and to steady the pin V it is tied by a
link 6 to a pin 7 bracketted from and tied by link 8 to the underframe.
It has collars K K'
The brake drum d may be attached to the running wheel D.
between which there is surface for the brake blocks considerably wider than the
wheel tyre to which they are usually applied.
As shewn in Fig. 1, an arm o projecting down from the cylinder C carries a
pivot e for levers A with arms i ¹, which, being moved by pins on the rods 11'
point on a scale J at the side of the carriage the extent to which the brake blocks
are moved so as to give indication when the lever L should be moved to
compensate wear.
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. Brake apparatus for railway rolling stock consisting of a friction drum fixed
on one of the running axles or upon one of the running wheels and having a
diameter of from one third to one fourth of that of the running wheels, while its width
is equal to double that of the tread of the running wheel tyre, in combination with

page_text: brake blocks which are pressed against the drum by means of any suitable known
brake gear, substantially as described.
2. Brake apparatus for railway rolling stock consisting of a friction drum fixed
on the running axle or on one of the running wheels and having a diameter of
froin one third to one fourth of that of the running wheels, while its width is equal
to double that of the tread of the running wheel tyre, in combination with brake
blocks that are suspended from a fixed point on the axle boxes and which are
consequently independent of the vertical motion of the framing of the vehicle,
substantially as described.
3. In railway brake apparatus, the combination of a friction drum, brake blocks
suspended from a fixed point, a brake lever pivotted to such fixed point, and an
appliance for compensating for the wear of the brake blocks consisting of a lever
for adjusting the brake blocks towards the drum, and than can be secured at will in
the adjusted positions, substantially as described.
4. In railway brake apparatus the combination of a friction drum, brake blocks
suspended from fixed points, brake levers pivotted to such fixed points, a device for
compensating for the wear of the brake blocks, and an apparatus for indicating
the wear of the brake blocks consisting of two pointers actuated by the brake
gear and moving over graduated scales situated outside the vehicle, substantially
as described.
31
M1004
ABEL & IMRAY,
Agents for the Applicant.