IMPROVEMENTS IN MACHINERY FOR OPERATING RAILWAY BRAKES, APPLICABLE ALSO FOR OTHER PURPOSES
Year: 1876

page_text: LETTERS PATENT to Alexander Melville Clark, of 53, Chancery Lane, in the
County of Middlesex, Patent Agent, for the Invention of "IMPROVEMENTS
IN MACHINERY FOR OPERATING RAILWAY BRAKES, APPLICABLE ALSO FOR OTHER
PURPOSES." A communication from abroad by Alexandre Elie Kurtz, of Paris,
France
Scaled the 15th June 1877, and dated the 23rd December 1876.
PROVISIONAL SPECIFICATION left by the said Alexander Melville Clark at
the Office of the Commissioners of Patents on the 23rd December 1876.
ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of Middle-
sex, Patent Agent. "IMPROVEMENTS IN MACHINERY FOR OPERATING RAILWAY
BRAKES, APPLICABLE ALSO FOR OTHER PURPOSES." A communication from abroad
by Alexandre Elie Kurtz, of Paris, France.
This Invention relates to improved mechanism for operating railway breaks,
which is partly applicable also for transmitting motion in other cases.
The apparatus consists,-
1st. Of a transmission shaft constructed of several sections or parts connected
together telescopically and also by means of universal joints so as to form an
articulated extensible shaft, whereby the whole of the brakes in a train may be
operated and capable of use in other cases for transmitting motion.
2nd. Of a system of antifriction bearings for supporting the shaft.
3rd. In the application to brakes of an elastic connection between the transmission
shaft and the brake gear proper, whereby the movement of the shaft is not arrested
when one of the brake blocks or pairs of brake blocks is applied to the wheels, but
is continued until the whole of the brakes are so applied.
The Invention is illustrated by way of example in the accompanying Drawings as
applied for operating railway breaks.
Figure 1 shows a longitudinal elevation, and Figure 2 a transverse section of the
under framing of a railway carriage with the improved transmission shaft applied,
but without the elastic connection with the brake gear which is shown separately
in Figure 3.
Figure 4 is an end view showing the gearing by which the transmission shaft is
operated for applying the brakes.

page_text: Figures 5 and 6 show sections at right angles of the improved antifriction
bearings, and Figure 7 shows the universal joint coupling for the transmission
shaft.
The same letters of reference indicate the same parts in all the Figures.
a, carriage framing; b, b, wheels; c, c, longitudinal bars fixed to the axle boxes,
from which the whole of the brake gear and shaft is suspended; e, e, sections of the
transmission shaft which turns in bearings hung from frames e; g, sleeve couplings for
connecting the sections of the transinission shaft e telescopically. One of these
sleeve couplings is provided at each end of the sections e, and they are provided
with longitudinal keyways to receive keys on the ends of the sections e, so as to
admit of a longitudinal sliding motion of the parts and render the shaft extensible
and contractible in length to allow for the play of the buffer springs. Near one or
both ends of the sections of the shaft is introduced a universal joint h consisting of
a ball or sphere j embraced by a claw-like socket i, as shown in Figure 8. This
universal or ball-and-socket joint affords the necessary freedom of articulation of the
different parts of the shaft in turning curves, and also allows for the oscillation of
the carriages as well as for any difference of height between two adjoining
carriages.
The hangers or bearings for the shaft are shown separately at Figures 5 and 6;
they are provided with four antifriction rollers & having cone centres received in
the ends of screws . These rollers are barrel-shaped so as to present but one point
of contact to the shaft c, and thus reduce the friction to a minimum; m, pitch chain
wheel keyed on shaft e between two hangers f, over which wheel passes a pitch
chain n whose ends are both attached to a lever arm o fixed on the cross shaft p for
operating rods t by which the brake blocks r suspended at points 8 are applied to
the wheels.
When the brake blocks are tight against the wheels, as shown in Figures 1
and 2, the rotation of the shaft e is arrested, and as it is practically impossible to
ensure equality of wear of the blocks so that all the blocks may be simultaneously
applied with an equal degree of pressure to all the wheels, I propose to substitute
a spring u, Figure 3, for the rigid lever arm o, before described as attached to the
cross shaft p, which spring by its elasticity will allow of the shaft e continuing to
turn until the whole of the brakes are applied.
Figure 4 shows the gearing in brake van by which the shafte is rotated; it
consists of a shaft a turned either by a winch handle y or hand wheel z, keyed on
said shaft, which carries a pinion 1, gearing with toothed wheel 2, which gears with
wheel 3 on shaft e.
In order to enable one man to apply the whole of the brakes simultaneously
I may employ an accumulator of any kind which will be set or wound up by the
brakesman while travelling, so as to be ready for use at the desired moment.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Alexander Melville Clark in the Great Seal Patent Office on the
22nd June 1877.
ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of Middle-
sex, Patent Agent. "IMPROVEMENTS IN MACHINERY FOR OPERATING RAILWAY
BRAKES, APPLICABLE ALSO FOR. OTHER PURPOSES." A cominunication from abroad
by Alexandre Elie Kurtz, of Paris, France.
This Invention relates to improved mechanism for transmitting the necessary
motion for operating railway breaks, and it is partly applicable also for transmitting
motion in other cases.
The apparatus consists,-
1st. Of a transmission shaft constructed of several sections or parts connected

page_text: together by sliding couplings or sleeves, and also by means of universal joints so as
to form an articulated extensible shaft by means whereof the whole of the breaks in
a train may be operated, the said shaft being suitable for use in other cases where
universal joints are necessary for transmitting motion.
2nd. Of an arrangement of bearings provided with antifriction rollers for
supporting the shaft.
3rd. In the application in case of breaks of an clastic connection between the
transmission shaft and the break gear proper, whereby the movement of the shaft is
not arrested when any one or any pair of break blocks are tight against their
wheels, but the shaft is free to continue its movement until the whole of the breaks
are put on tight.
The Invention is illustrated by way of example in the accompanying Drawings
as applied for operating railway breaks.
Figure 1 shows a longitudinal elevation, and Figure 2, a transverse section of the
under framing of a railway carriage with the improved transmission shaft applied,
but without the clastic connection to the break gear, which is shown separately.in
Figure 3.
Figure 4 is an end view showing the gearing by which the said shaft is
operated.
Figures 5 and 6 show sections at right angles to one another of the improved
antifriction bearings, and Figure 7 shows the universal joint coupling for the shaft.
The same letters of reference indicate the same parts in all the Figures.
a, carriage framing; b, b, wheels; c, c, longitudinal bars fixed to the axle boxes,
from which the whole of the break gear and shaft is suspended; e, e, sections of the
transmission shaft which turns in bearings hung from frames c; g, sleeve couplings
for connecting the sections of the transmission shaft e. One of these sleeve
couplings is provided at each end of the sections e, and they are provided with
longitudinal keyways to receive keys on the ends of the sections e, so as to admit of
a longitudinal sliding motion of the parts and render the shaft extensible and
contractable in length to allow of the play of the buffer and draw bar springs.
Near one or both ends of the sections of the shaft is introduced a universal joint h
consisting of a ball or sphere j embraced by interlocking claws i, as shown in
Figure S. This universal or ball-and-socket joint affords the necessary freedom of
articulation of the shaft between the adjoining carriages necessary in turning curves,
and to allow for the oscillation of the carriages and for any difference of load, and
consequently of their height.
The hangers or bearings for the shaft are shown separately at Figures 5 and G;
they are provided with four antifriction, rollers having cone centres received in
the ends of screws l. These rollers are barrel-shaped so as to present but one point
of contact to the shaft e, and thus reduce the friction to a minimum; m is a chain
wheel keyed on shaft e between two of the hangers, and is a pitch chain passing
over said wheel, and having both its ends attached to a lever arm o fixed on the
cross shaft P for operating rods t, by which tlie break blocks r suspended at points s
are applied to the wheels.
When the break blocks are tight against the wheels, as shown in Figures 1
and 2, the rotation of the shaft e would be arrested, but as it is practically
impossible to ensure equality of wear of the blocks, so that all may be simultaneously
applied with an equal degree of pressure throughout the train, I propose to
substitute an elastic connection consisting of a spring u (Figure 3), for the rigid
lever arm o before referred to as attached to the cross shaft p. This spring by its
elasticity will allow of the shaft e continuing to turn, notwithstanding that some
of the blocks are tight against their wheels until the whole of the breaks are
applied.
Figure 4 shows an arrangement of gearing in the break van by which the shaft e
is rotated; it consists of a shaft turned either by a winch handle y or hand
wheel fixed on it, a pinion 1 being also keyed on said shaft and geared through
an intermediate wheel 2 with a wheel 3 keyed on shaft e.

page_text: In Sheet 1 the break gear and the hangers for shaft e are shown as supported by
bars c, but I prefer to replace bars c by two Hiron longitudinal bars fixed to the
axle boxes, and united by cross bars supporting pluminer block bearings for the
shaft e.
This arrangement is shown in Sheet 2 of the Drawings.
Figures 7 and 8 show plan and end view; Figure 9, a part longitudinal elevation
and part longitudinal section; Figure 10, a transverse section of a railway carriage
under framing, having an iron frame A, constructed as above mentioned, fixed to the
axle boxes.
Figures 11 and 12 show respectively detached views of the universal joint and
elastic connection between the shafts c and p. The same letters of reference are
used to indicate like parts, as in Sheet 1. In this case the sleeves g are fitted to
slide upon the ends of the sections e, and the two halves of the universal joint h
have squared ends a¹ received in said sleeves (see Figure 9), and retained therein
by the cord or chain b¹ passing round pins c¹ fixed in the sleeve. In uncoupling
the carriages the cord or chain b¹ is removed from one of the pins c³, the corre
sponding end a¹ is then free to be withdrawn from its sleeve 9, and will remain
suspended from the other sleeve.
In order to enable one man to apply the whole of the breaks simultaneously,
I may employ a power accumulator of any kind, which will be charged or wound
up by the breaksman while travelling, so as to be ready for use at the desired
moinent.
Having described the nature of the said Invention and the manner of performing
the same, I declare that what I claim as the Invention to be protected by the
herein-before in part recited Letters Patent is,-
First. A transmission shaft, constructed in sections or parts connected together by
sliding and universal joints, so as to form an articulated and extensible shaft for
operating simultaneously the whole of the breaks in a train, substantially as herein
shown and described; I also claim the application of a shaft so constructed for
transmitting motion in other cases.
Second. The universal joint for connecting the several lengths of shafting, as
described and illustrated in Figures 7 and 11.
Third. The construction of antifriction bearings for the shaft, as described and
illustrated in Figures 5 and 6.
Fourth. The elastic or spring connection combined with and applied between the
transmission shaft and the brake shaft, as described and illustrated in Figures 3, 9,
10, and 12.
In witness whereof, I, the said Alexander Melville Clark, have hereunto set
my hand and seal, this Twenty-second day of June, int he year of our Lord
One thousand eight hundred and seventy-seven.