Improvements in Brake Appliances.
Year: 1890

page_text: Date of Application, 19th Dec., 1890
Complete Specification Left, 19.h Sept., 1891-Accepted, 24th Oct., 1891.
PROVISIONAL SPECIFICATION.
Improvements in Brake Appliances.
ARTHUR HENRY SPENCE BROWNE of 41 Buckleigh Road Streatham Common
Surrey Gentleman, and TIMOTHY SULLIVAN of 93 Aberfeldy Street Poplar
London E. Engineer, do hereby declare the nature of this invention to be as
follows:-
The object of our invention is to provide means for applying a brake or brakes
to any vehicle by using the impetus of the vehicle as a means of power, so that
the greater the momentum, the more forcible the brake or brakes are applied, the
apparatus being thrown into gear by a small push or lever, worked either by
the hands or feet, and throws itself into gear (when used for road vehicles) when
the driver is not on the box, so that it automatically puts on the brake making it
impossible for any vehicle to move, and may also be made to draw in the reins of
the horse or horses.
And we carry our invention into effect as follows:-
-
For railway vehicles, tram cars and the like, when the axle revolves with the
wheels, we fit upon one axle one or two cog wheels (if two are used they are
placed about 6 inches apart) which run loose between collars upon the axle, these
wheels carry round them chains leading to any ordinary braking arrangement,
between the two cog wheels or at the side of the one a friction clutch slides on the
axle, and this clutch is driven by the axle, either by a key upon the axle, upon
which the clutch slides, or by having a keyway in the axle, for a key fixed to the
clutch to slide in, this clutch is actuated by a forked lever running in a groove
round the clutch and this lever may be actuated by any suitable means. For rail-
way vehicles only one of the cog wheels is necessary and the clutch may be thrown
in and out of gear by an air piston acting upon the lever or the vacuum principle,
or a system of levers and rods or chains leading along the train whereby the lever
actuating the clutch is moved either way by the guard or driver. When the clutch
is out of gear with the cog wheel the clutch simply revolves with the axle, but
when thrown into gear with the cog wheel it carries that round with it, thus
tightening up the chain round it which in turn drags on the brakes, so that within
a few. revolutions the wheels must come to a standstill.
For tram cars we preferably use the two cog wheels, and the forked lever
actuating the clutch is moved by other levers and rods, leading preferably to a
press conveniently arranged, so as to come under the drivers foot, this press would
have a detent midway of its stroke, so that when pressed down to this defent by
the foot it partially rests there by the edge of hole in plate through which it passes
in the footboard, slightly entering the detent, and when the press is in this position,
the clutch is held central and does not gear with either cog wheel.
When the
driver presses the push right down, with his foot, it throws the clutch into gear
with one side cog wheel, thus putting on the brakes as before described, and
also if the driver is away from his post, the push is raised right up with a
spring, and when in this position the clutch is thrown into gear with the opposite
side cog wheel, thus putting on the brakes in the same manner as the first cog
wheel, it will thus be seen that if the driver holds the push half down, the
clutch runs free of either cog wheel, when he presses it right down one wheel
is thrown into gear thus putting on the brake, and if he leaves his post the
press is sprung right up thus automatically putting on the brake through the
other cog wheel, to this latter wheel may be attached wires, cords or other suitable
connections which are led to the horses reins or bits and these would be arranged
to be automatically drawn up at the same time as the brakes are put on, and the

page_text: distance of this draw may be regulated according to the requirements of the case.
One cog wheel only may be used instead of two, and in this case the driver would
preferably hold the press down, to throw the clutch out of gear, and when he raises
his foot. it would lock itself into gear, 50 that it would always remain in gear when
the driver was not at his post.
For carriages, waggons, carts and the like where the axle does not revolve with
the wheels, we attach by any suitable méans either above or below, or at either
side of the ordinary axle, a supplementary axle which is driven from the box of the
wheel, preferably frictionally, as these axles would be light, so that they would slip
before bending the axle, but cogs chain or any suitable gearing may be used, the
cog wheel or wheels, clutch and actuating arrangements are arranged upon this
supplementary axle (which will be seen will revolve with the wheels) in the same
manner as hereinbefore described for train cars.
Various modifications may be made, springs may be used to graduate the force,
or the cog wheel or wheels may be mounted on a separate spindle, and driven by a
worm wheel on the axle, or a split collar may be made to bolt on to an axle-with
split wheels and clutch arranged to fit over present axles, without removing the
wheels, and any suitable materials used, always preserving the essential features of
this invention which is for a suitable arrangement of mechanism whereby the
momentum or movement of the vehicle is used as power for braking the wheels,
applied either at will or automatically.
Dated this 19th day of December 1890.
H. T. TALLACK,
28, Hatton Garden, London, E.C., Agent for Applicants.
COMPLETE SPECIFICATION.
Improvements in Brake Appliances.
ARTHUR HENRY SPENCE BROWNE of 41 Buckleigh Road, Streatham Common
Surrey, Gentleman and TIMOTHY SULLIVAN of 93 Aberfeldy Street, Poplar
London E. 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:
The object of our invention is to provide means for applying a brake or brakes
to any vehicle by using the impetus of the vehicle as a means of power, so that the
greater the momentum the more forcible the brake or brakes are applied, the
apparatus being thrown into gear by a small push or lever worked either by
the hands or feet, and throws itself into gear (when used for road vehicles) when
the driver is not on the box, so that it automatically puts on the brake making it
impossible for any vehicle to move, and may also be made to draw in the reins of
the horse or horses.
And we carry our invention into effect as follows.
For railway vehicles; tram cars and the like, when-the axle revolves, with the
wheels, we fit upon one axle, one or two chain pulleys (if two are used, they are
placed about 6 inches apart) which run loose between collars upon the axle, these
pulleys carry round them chains leading to any ordinary braking arrangement.
Between the two chain pulleys or at the side of the one, a friction clutch slides
on the axle, and this clutch is driven by the axle, either by a key upon the axle
upon which the clutch slides or by having a keyway in the axle for a key fixed to
the clutch to slide in, this clutch is actuated by a forked lever running in a groove
round the clutch and this lever may be actuated by any suitable means. For rail-
way vehicles only one of the chain pulleys is necessary and the clutch, may be
thrown in and out of gear by an air piston acting upon the lever or the vacuum
principle or a system of levers and rods or chains leading along the train, whereby
the lever actuating the clutch is moved either way by the guard or driver.. When

page_text: the clutch is out of gear with the chain pulley, the clutch simply revolves with the
axle, but when thrown into gear with the chain pulley, it carries that round with it
thus tightening up the chain round it, which in turn drags on the brakes, so that
within a few revolutions the wheels must come to a standstill.
For road vehicles when the horse or horses are desired to be automatically held
in check should they run away, we preferably use the two chain pulleys and the
forked lever actuating the clutch is moved by other levers and rods, leading
preferably to a press conveniently arranged so as to come under the drivers foot,
this press would have a detent midway of its stroke, so that when pressed down to
this detent by the foot it partially rests there, by the edge of hole in a plate through
which it passes in the footboard slightly entering the detent and when the press is
in this position, the clutch is held central and does not gear with either chain
pulley.
When the driver presses the push right down with his foot, it throws the clutch
into gear with one side chain pulley, thus putting on the brakes as before described,
and also if the driver is away from his post, the push is raised right up with a
spring and when in this position, the clutch is thrown into gear with the opposite
side chain pulley, thus putting on the brakes in the same manner as the first chain
pulley, it will thus be seen that if the driver holds the push half down, the clutch
runs free of either chain pulley, when he presses it right down one chain pulley is
thrown into gear, thus putting on the brake, and if he leaves his post the press is
sprung right up thus automatically putting on the brake through the other chain
pulley, to this latter wheel may be attached wires cords or other suitable connec-
tions which are lead to the horses reins or bits and these would be arranged to be
automatically drawn up at the same time as the brakes are put on, and the distance
of this draw may be regulated according to the requirements of the case.
chain pulley only may be used instead of two and in this case the driver would
preferably hold the press down to throw the clutch out of gear, and when he raises
his foot it would lock itself into gear, so that it would always remain in gear when
the driver was not at his post.
One
For carriages waggons, carts and the like when the axle does not revolve with
the wheels, we attach by any suitable means either above or below or at either side
of the ordinary axle a supplementary axle which is driven from the box of the
wheel preferably frictionally, as these axles would be light so that they would slip
before bending the axle, but cogs, chain or any suitable gearing may be used, the
chain pulleys or pulley, clutch and aetnating arrangements are arranged upon this
supplemental axle (which will be seen will revolve with the wheels) in the same
manner as hereinbefore described for tramcars.
Various modifications may be made, springs may be used to graduate the force,
or the chain pulley or pulleys may be mounted on a separate spindle and driven by
a worm wheel on the axle, or a split collar may be made to bolt on to an axle with
split wheels and clutch arranged to fit over present axles without removing the
wheels, and any suitable materials used, always preserving the essential features of
this invention which is for a suitable arrangement of mechanism, whereby the
momentum or movement of the vehicle is used as power for braking the wheels,
applied at will, or automatically.
In the drawings hereunto annexed Fig. 1, represents a balf elevation and half
section, front view of the brake attachment for fitting to any ordinary axle.
A. A. is the axle, B. B. B. B. the split sleeve carrying the gearing which bolts
upon the axle, A A. CC is the pulley which carries the chain attached to
the brakes and D. D is the friction clutch actuated by a forked lever (not
shown in the drawing) this clutch is carried round by the keys E upon the
sleeve, the pulley running free upon the sleeve, excepting when thrown into
gear by the movement of the friction clutch D. D, it will thus be seen that
wher the friction clutch is not in gear with the chain pulley the sleeve and clutch
ouly revolve with the axle, but when the clutch is thrown into gear with the

page_text: chain pulley, it carries it round with it and the chain pulley consequently pulls
the chain up tight, no matter in which direction it revolves, as both ends of the
chain are attached to the brake rod.
Fig. 2. is a half elevation and half section end view of Fig. 1. and
Fig. 3, is a section of Fig. 1 taken through dotted lines 1-2.
Sheet 2. Fig. 4 shows an underneath plan of the attachment fixed to a
truck, in this figure the forked lever arrangement for actuating the clutch is
shown at F. F. F., this lever is held in a bracket G, the lever has a T head,
one end is connected to the bracket G by a spring H to hold the clutch
normally out of gear and the other end has a chain 1. attached which may be
connected to the next truck or to a chain running the whole length of the train,
it will thus be seen, that normally, the clutch is held out of gear with the
chain pulley, but if the chain I. is pulled either by the truck breaking away
or by the chain or other suitable arrangement for actuating it from the driver
or guard of the train, the clutch is instantly thrown into gear with the chain
pulley, which in turn instantly drags on the brake or brakes.
The brakes may be of any suitable kind, the ordinary block brakes being
shown in this drawing and an alternative method of applying a band brake is
also shown in dotted lines.
Fig. 5. is a section of Fig 4 through lines 3. and 4.
Sheet 3. Fig. 6. shows an arrangement whereby the ordinary lever brakes as
usually applied to goods waggons may be actuated throughout a train by means
of one only of these attachments, upon preferably, the last carriage, brake van
or truck, J. J. is the ordinary brake and lever and K is the ordinary hook it
rests in when the brake is not applied, L is a lever connected to a rod M.
which runs through the sides of the underframe and has fixed to its outer end
-or-ends,-if-brake levers-are-on both sides_of_the_truck, a piece_N_and_at_the_
side of the hook K is a wedge piece O, this piece may be combined with the
hook if desired, the chains P. P. lead, one end from the chain pulley upon
the last truck and the other end to the next lever Lof the next truck and so
on from one truck to another throughout the train, or rods, or rods and chains
may be used for coupling, it will thus be seen if any part of the train breaks
away, the chain P. would be pulled,_or_if_the_clutch of the brake arrangement
fitted to the last truck as shown in Fig. 1. is thrown into gear, it will also pull.
the chain in the reverse direction, but owing to the Y lever arrangement, L. M. N,
no matter which way the chain is pulled all the Y levers will-immediately-raise-
the brake levers J. and by the wedge piece throw them clear of the Ỷ lever
and hook K thus allowing the lever J. to fall, thus putting all the brakes on.
For putting the necessary weight upon the lever ends, we construct an
arrangement shown at Fig. 7. Qis a heavy flat weight hinged to the under-
frame at R., this weight is held in the position shown, by a spring catch S,
which holds the rod to which weight Q is attached against the side of the truck,
but on the lever falling past it, it depresses the catch S and causes the
weight to fall outwards, the rod carrying the weight then rests upon the end of
the lever and by the leverage the weight exercises a considerable force upon
the brake, which force can be regulated, by the amount of weight used, the
hinge of the rod carrying the weight may be made adjustable to allow for the
wear of the brake blocks.
Sheet 4. Figs. 8 and 9 represent a sectional elevation and under plan respectively
of a tram car showing the arrangement for releasing the clutch by the foot of
the driver, so that the brake is automatically applied when the foot pushes T. T
are not held down by the driver, the rod of the foot push is carried down
through a bearing U, and to this rod a crank W is attached, and the rod V
connects this to one end of the forked lever arrangement F, the rods from the
foot pushes at each end of the car are attached to opposite ends of the T-head
of the lever and a spring X holds the clutch D in gear with the chain pulley C,

page_text: so that when the foot press is not depressed, the brake is always on, but when
either foot press is depressed, the clutch is held out of gear with the chain
pulley allowing it to run free. The arrangements upon the axle are similar to
that illustrated in Fig. 1.
Sheet 5. Fig. 10. shows an arrangement for gearing a separate axle to vehicles
where the wheels turn without the axle turning, Y is the ordinary wheel that
runs upon the road, Z is the ordinary spring which supports the ordinary fixed
axle, A. the spring Z carries a bearing through which runs an auxiliary axle, b.,
which is driven by a friction pulley e, keyed on to it at each end, this pulley is
driven by friction, from. the box of the main wheel Y and upon this auxiliary axle
the brake arrangement as shown at Fig. 1. is attached. A toothed wheel may
be used instead of the friction wheel if desired, but the friction wheel is preferred
as it allows of slip if undue strain is put upon it, and it also allows of two being
used, one at each end of the auxiliary axle, as they will allow of the necessary
slip, when turning corners or at other times when the wheels are not travelling
at the same speed.
Fig. 11. shows a method of utilising the motion of the brake arrangement for
drawing in the reins of horses. This arrangement is similar to that shown in
Fig. 1. but has 2 chain pulleys, C and C₁ instead of one only, and the
clutch Dis double sided, so that it runs without actuating either chain pulley,
when in its central position as shown, but engages either, according to which
side the clutch is thrown in. The chain wheel C is the one used on ordinary
occasions, and would be thrown into gear by the foot press as described for
Figs. 8 and 9., slightly varied to suit this arrangement, so that when the foot-
When the foot
press was pressed right down it would be thrown into gear.
press
was half way down, partly resting in a niche cut out of the rod the clutch
would be free from either chain pulley, and when the foot press is right up,
which position it would assume if the driver left his post, the clutch would engage
chain pulley C this chain pulley has also a drum C₁ made in one piece with
it, and this drum carries a cord or wire which is connected to the horses reins
and at the same time that the chain pulley draws on the brakes the drum winds
the reins up taut, the chain used from this pulley to the brakes is left looser
than the ordinary chain, so as to allow the drum to revolve a sufficient distance to
draw in the horse or horses.
Similar letters denote corresponding parts throughout the drawings.
Various mechanical equivalents may be used for gearing or other parts of this
invention, and any suitable materials used.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed we declare that what we
claim is.
1. The use in combination with revolving axles or an auxiliary revolving axle
of railway waggons, carriages, tram cars waggons, carts, or other wheeled vehicles,
of a wheel connected to the brakes by a chain or otherwise, which can be thrown
into gear with the axle, by means of a clutch, at the will of the driver, or
automatically, thus causing the wheel connected to the brakes to revolve with the
axle and use the power therefrom for applying the brake or brakes.
2. The use in combination with railway goods waggons of the arrangement
substantially as shown in Figs. 6 and 7. of the accompanying drawings for applying
the ordinary brakes either at will or automatically.
3. The use in combination with ordinary road vehicles, having a fixed axle of
an auxiliary axle driven from the main wheels, frictionally or otherwise, the said
auxiliary axle carrying the brake actuating mechanism as illustrated in Fig. 1 of
the accompanying drawings.
4. The use in combination with tram-cars, road vehicles and the like of foot
pushes T. T. for actuating a clutch for the purpose of releasing or throwing into
gear with the axle, the wheel carrying the connection to the brakes.

page_text: 5. The arrangement substantially as described for drawing in the horse or horses
reins by means of the brake mechanism.
6. The various improvements in brake appliances substantially as herein described,
and illustrated in the accompanying drawings.
Dated this 19th day of September 1891.
H. T. TALLACK,
28, Hatton Garden, London, E.C., Agent for Applicants.