Improvements in Hand Power Brakes for Railway Wagons or similar Vehicles.
Year: 1899

page_text: Date of Application, 22nd Nov., 1899
Complete Specification Left, 1st Dec., 1899-Accepted, 21st Apr., 1900
PROVISIONAL SPECIFICATION.
Improvements in Hand Power Brakes for Railway Wagons
or similar Vehicles.
DAVID JOHN MORGAN, Aberthaw House, Barry, in the County of Glamorgan,
Engineer, do hereby declare the nature of this invention to be as follows:-
The object of this invention is to extend the main shaft (to which the brake
block levers are attached) from side to side of wagon etc., and to have hand working
brake levers fitted at both ends of the main shaft, and by so doing the operator
can put the brake on, or take the brake off from either side of the wagon etc.,
and the idea is to work the said hand brake levers at either side, precisely or as near
as practicable & possible the same as the single (or one side lever) is worked at
present, viz., by pressing down the working hand brake lever and engaging same
with rack to keep the brake on, and disengage the lever from rack to take the
brake off, and to accomplish this, the first principle is to secure the working
hand brake levers on either side of wagon etc. together by suitable stays so as to
keep them perfectly rigid, and by so doing, when one working hand brake lever
is engaged with, fack, the opposite or other working hand brake lever is kept well
clear of rack, but in case of accident (throwing the gear out of line) or
through wear and tear, I fit a sliding block or bar or other suitable arrangement,
on both of the hand working brake levers opposite the racks, and the said blocks
or bars are connected by rods, and the other ends of the said connecting rods
are connected to levers on a shaft fitted and worked in a suitable position (through
holes in both of the working hand brake levers) from one side of wagon etc. to the
other side, on the ends of said through shaft other levers will be fitted so as to
revolve the shaft & work the levers to which the connecting rods are fitted to
work the sliding blocks or bars so as to release same from the rack when required,
those levers will be brought close up to the operator, the idea is this, the brake
is put on in the usual manner, and taken off in the usual manner as now done
with the single brake, but should it be found through accident, wear, tear, or
adjustment that the man cannot disengage the brake lever from rack, he then
simply uses the second lever, or lever attached to revolving shaft so as to remove
the sliding block or bar from the rack and the brake or brakes are released from
the wheels at once, counterbalance weights to be fitted on levers fixed on main
shaft, or springs in lieu of same, so as to release the brake block or blocks from
wheels and raise the working hand brake levers to top of racks, the levers fixed
on the revolving shaft for pulling the sliding blocks or bars out of position will
be made with a projecting piece to engage the bottom of the working hand brake
lever, or other projection fitted on said working lever, so as to keep the levers for
removing the sliding blocks in a proper position, and same after being used
will go back into position by a weight or spring fitted on the revolving shaft. I
may make the working hand brake levers in two pieces with a joint
assist in

page_text: the throwing of levers out of rack, the vertical joint being close to the main
shaft, and the two outer parts of the levers being stayed together would work
much easier from side to side.
Improvements in Hand Power Brakes for Railway Wagons
or similar Vehicles.
I, DAVID JOHN MORGAN, of Aberthaw House, Barry, in the County of Glamorgan,
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:-
This invention relates to hand power brakes for use in railway wagons and
similar vehicles, and the object of my present invention is to so duplicate the
mechanism for operating the ordinary hand power brake in such a way, that
the brake may be applied or released from both or either side of the wagon, and
the brake operating lever can only be locked in rack on the side the operator
applies the brake; to attain which 1 employ the improvements as substantially
set forth in and described by the aid of the accompanying drawing in which Fig. 1
is a side elevation of half or one end part of ordinary truck or wagon with my
improvement attached.
Fig. 2 is a plan and Fig. 3 is an end view of same.
Fig. 4 is an enlarged isometric perspective view of an attachment to lever I
employ for preventing the lever engaging with rack on opposite side of wagon to
operator, and Fig. 5 is cross sectional view of a modified attachment for the same
purpose, and Fig. 6 is a side view of said Fig. 5.
Fig. 7 is a side view, Fig. 8 a plan and Fig. 9 an end view of a further modified
lever attachment for engaging and disengaging with racks, and Fig. 10 is a side
view and Fig. 11 an end view of another modified lever attachment for preventing
lever engaging with rack when required.
Similar letters of reference denote corresponding parts in each view.
Referring to Figs. 1, 2, 3, and 4, I extend the brake axle or main shaft S from
side to side. of wagon W, and carry same on usual hangers H. The said brake
axle S has preferably square ends to which the brake levers L are fixed. In
order that the said brake levers L may work in perfect unison and simultaneously,
I secure the same together by suitable stays T. By this means it is obvious that
the operator can put the brake on or take it off from either side of wagon by mani-
pulating the lever L in precisely the same manner as at present worked in ordinary
hand power brakes, namely by pressing down either lever L, the brake K simul-
taneously engages with the wheels X and either one of the said levers L may
engage with a rack R, so as to hold brake K in acting position when required.
By the use of the stays T it will be obvious that both levers L act in a rigid
manner and that when one lever L is engaged with a rack R on one side of
wagon the opposite lever will be forced clear of opposite rack R., I would here
point out, however, that it is necessary for a little play to be allowed to the brake
axle S in its bearings on the hangers H, unless the brake levers L are arranged
with lateral hinged parts as shown at Fig. 1, in which case such play will be
unnecessary.
I arrange the rack R with a double rest that is to say a rest r¹ on the rack side
and a restr² on the guard side. In order to prevent the brake lever L becoming

page_text: engaged with rack R on opposite side of wagon to operator, I pivot to said lever L
n a position near the rack R an attachment or tumbler M which is so pivotted to
lever L that it will always fall on to lever rack catch 2 unless otherwise removed;
therefore it gives a plain side to said lever L next to rack R and prevents the
catch engaging. In order to enable catch on lever L to engage rack R the
projection or small lever m¹ is pressed over and this brings tumbler M to position
shown in full lines Fig. 4, and so that catch can be pressed into a tooth of
rack R. Instead of a tumbler M, however, I may use a sliding block B, see
Figs. 10 and 11 which works on the lever L near the rack R. This block B has
a projection b for moving same. The brake lever L is formed with a
slot 63 within which is placed a spring and slide stop the latter locking into
sliding block B. So long as the block B is not moved it will always prevent
lever L engaging rack R, but as soon as it is pulled the catch 2 becomes free to
engage rack R.
Referring to Figs. 5 and 6, the part of lever L near rack R is made with a hole
into which is fitted a cup C, which has a spring cl within it, which bears
The cup C
against cup C, and a bar bolt or cover fixed to lever L.
unless the lever L is sufficiently pressed laterally will prevent engagement of
catch with rack R.
Referring to Figs. 7, 8, and 9, I use a sliding block B on lever L which block is
made with catch to engage with rack R when required and to operate this I
connect the sliding block B by a rod to a bell crank N which is pivotted to
extended part of stay T which latter is in this case free to revolve in the levers L.
The stay T receives a weighted lever in order to bring back the
sliding block B to position for engaging the rack R. By pressing up the bell
crank N the free stay T is partly revolved so causing the weighted lever n² to rise
and the rod to slide the block B to position free of rack R.
Immediately opposite the racks R the tumbler M or the sliding block B are
rounded on their upper ends so that they will not catch, with the racks R when
moving upwards as will be well understood.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:-
:-
1. In hand power brakes for railway, wagons and the like the combination of
two brake operating levers one on either side of wagon with extended brake axle
and stay rods substantially as described.
2. The combination of hand brake levers with double rest racks and pivotted
tumblers substantially as described.
3. The combination of a hand brake operating lever arranged at each side of
wagon and stayed together, and double rest racks substantially as described.
4. The combination in stayed brake levers of sliding blocks and springs or with
sliding blocks and weights and double rest racks substantially as described, and
for the object specified.
5. Arranging stayed brake levers with lateral hinges substantially as described.
Dated this 1st day of December 1899.
H. T. BOUGHTON,
Patent Agent, 114, Chancery Lane, London,