Year: 1886

page_text: Date of Application, 7th Dec., 1886.
Specification Accepted, 7th Jan., 1887.
I, ALEXANDRE DIEU, a citizen of the French Republic, residing in the city and state
of New York, United States of America, Architect, 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 to provide an automatic brake for railway carriages
and it consists in the construction and arrangement of parts hereinafter more fully
described and claimed.
In the drawings, Figure 1, is a vertical longitudinal section of the frame work and
such other parts of a railway carriage as are below the same in the plane of the lines
r, v, x, x, w, w, y, y, and z, z, of Figure 2, which latter figure is a top view of the
frame work trucks and connecting brake mechanism.
Figure 6, is a top view of the car axle P and in connection therewith a sectional
view of the wheels and of the parts L, M, and O, of the brake mechanisin which are
secured around the axle P, the sectional view being taken on the line o, o, of Figure 8,
which figure is a top view of the wheels and the parts L, M, and O, secured upon the
axle. Figure 7 is an end view of the axle cut through the lines r, r, of Figure 6
showing one of the wheels and the adjacent portion of the sleeve or part 0, which
bears against the same, while Figure 9 is an end view taken on the lines 7, 7, of
Figure 8 showing the opposite wheel and the windlass M with its differential cranes,
which windlass is secured to the axle and terminates in a circular rim made to bear
against the wheel on that end of the axle.
Figures 4 and 5 are respectively perspective views of the forked piece B, which is
secured to the rod D, and of the inner end of the draw-bar A, which is in the form of
a box A made to fit between the forks of the piece B, and through which a spring C,
passes.
Figures 3, 10, and 11 are detailed views of the collar L, one side of which has cam
surfaces, and in Figure 11, the arm K, which is secured to such collar is also shown.
In these drawings similar letters of reference indicate corresponding parts when-
ever repeated. A represents the draw-bar which extends under the end of the car,
passing through the cross-piece B' to which the spring C is secured at each ´end, such
draw-bar being made to terminate with the box end A¹.

page_text: This box end A¹ of the draw-bar A passes between the forks of the piece B, and the
spring C, best shown in Figure 2, extends through such box-end and through slots in
the forks of the piece B, thus connecting the draw-bar with this forked piece which in
turn is fixed upon the end of the rod D. The slots in the forks are made of greater
length than the opening in the box end of the draw-bar and as the connection between
the two is made by the spring C, the draw-bar and the rod D will each be free to
move without the other for the distance permitted by the spring. In addition to such
movements provision is made for a further movement of the rod D, equal to the
distance between the cross-piece B₁, to which the buffers V, V, are secured, and the
cross piece F through which the shanks of the buffer spass, which movement takes
place after such rod is carried by the movement of the buffers at the opposite end of
the car and the spring at such end has been compressed sufficiently to exert a pressure
upon the rod D.
The
The rod D, extends beneath the body of the car and may be made to pass through
the cross-pieces of the frame work and is allowed free play. Near one end of the rod
or bar D, is secured a lever E, by a bolt G, or in any other suitable manner.
end of arm of the lever E which extends above the rod or bar D is fixed to the frame
work of the car by a small iron frame For otherwise as may be desired. The lower
arm of the lever E connects at H with the extremity of a free lever I the opposite end
of which is jointed or secured at J to the arm K of the collar L which collar has a
free run on one of the axles P. The collar L is made of two parts bolted together
around the car axle and has one of its faces provided with projections or cam surfaces
alternately as shown in the detail figures 3, 10 and 11.
At the side of the collar L on which the cams or inclined surfaces are formed, is a
sleeve O, made in parts bolted together thus securing it loosely around the axle. This
sleeve O is provided at its inner extremity with inclines corresponding with those upon
the adjacent face of the collar L, these two faces thus inclined being made to bear
against each other. The sleeve O extends outwardly from the collar L, being provided
a short distance therefrom with an arm Q and near its outer extremity it assumes the
shape of radial arms or ribs which are either cast or connect with a circular rim shown
in Figures 6, 7 and 8. This rim comes close to the inner side of the car wheel and
when the sleeve is moved by the pressure of the cam surfaces bearing upon similar
surfaces upon the collar L this rim is made to rub against the inside of the wheel.
The movement of the sleeve O is limited by a rod R which is connected at one end to
the arm and having its opposite end linked shaped so as to form a slot between the
points and d, through which slot a pin or projection from the cross piece D¹
suspended from the car extends, thus permitting the rod R to play back and forth
the distance of the slot.
Opposite the sleeve O, and on the other side of the collar L, is a frictional pulley or
windlass M, made in parts secured together around the axle, by bolts N³, N', said
windlass or pulley being provided with two differential cranes M² M². The outer end
of the windlass M, is provided with radial arms which join a rim or ring N, just
inside of the wheel at that end of the axle. The windlass is held against the collar L,
by a spring M³ interposed between its arms and the wheel, and this spring prevents it
being carried by the friction of the wheel, unless held against the same by the move-
ment of the collar L; the spring M³, also keeps the sleeve O in frictional contact with
the car wheel adjacent thereto, by reason of its pressure upon the windlass M, which
moves against the collar L, which in turn presses against the sleeve.
A chain S, having one of its ends secured at N¹ and the other at N2, is wound
around the windlass in such a way that it rolls up on one side while it unrolls on the
other, and the pulley or windlass groove is such as to always produce a traction on
the chain, by reason of its passing over the differential cranes M³, M³, no matter what
the run of the pulley may be. The chain S, passes over a pulley on one end of the
rod T, the other end of which is jointed at T¹, to the lever U, and connects with a
spring W, which is secured to the cross piece F¹. The opposite end of the lever U, is
fulcrumed or jointed to the cross piece D', and upon each extremity of this cross

page_text: piece is secured a short rocking lever one arm of which is jointed to one of the bars
or rods I, while the other end is secured to the other rod I. These rods extend in
opposite directions and connect with the cross beams to which the brake blocks U¹ are
secured. The tightening of the chain S, draws the rod T, and with it the lever U,
toward the windlass M, and this movement causes the rocking levers to which the
rods I, I, are secured, to move toward, if they do not thereby assume, a horizontal
position. Such movement of the rocking levers thrusts the rods I', I', and with them
the brake beams and blocks, toward the wheels, which of course applies the brakes.
The direction of the motion of the car as represented in the drawings is shown by
the arrow from the car axle. The slackening of the locomotive when its own brake
is applied naturally propels the car forward. The bar D is thus displaced relatively to
its car and in the opposite direction to that of the train. The lever E, being fixed at
the point F, the bolt G, which passes through the bar D, will carry the lever E, on its
run. This movement is transmitted by means of the free lever I, to the arm K, of
the collar L, and this collar will move around the axle, and being engaged with the
cam faces of the sleeve O, a separation is produced, and the sleeve O, and windlass M,
move outwardly toward and against the inside of the wheels. The movement of the
sleeve O, will be limited by the rod R and will be prevented from going backward,
because the diameter of the rim of the sleeve O, which bears against the inside of tho
car wheel, is calculated to have a friction on the car wheel which is superior to the
friction between the cam surfaces thereof, and those upon the collar L, augmented by
the force which acts upon the collar L, and the car wheel will, therefore, carry the
sleeve O, in the direction it is going. The grooves on the differential cranes M, M³,
allow the brake blocks to be brought on the wheels by a single turn of the axle.
This arrangement economizes several revolutions of the wheel and permits a lessening
of the strength of the re-action spring W.
The separation produced by the cam surfaces on the sleeve O, and collar L, will
produce a pressure of the frictional pulley or windlass M, on the other car wheel, and
the crane upon this windlass will advance the chain S which operates the levers as
before described. As the speed of the locomotive increases the pressure of the
windlass M against the wheel will decrease, because of the separation of the engine
buffer from the buffer of the car next behind, and the buffers of all the cars of the
train separate and loosen their brakes in like manner. The force of the spring W
increased by the elasticity of the other parts composing the brake will re-act on the
chain S and the frictional windlass will turn in a direction contrary to that of the
wheels until there is equilibrium again. When the train begins to move forward, the
cam faces on the collar L and sleeve O, will close again, and the spring M³ will throw
the windlass back against the collar L, while the spring W will cause the brakes to
assume their normal position.
Now, assuming that a car which has been stopped, begins to move in the opposite
direction, the brakes instead of acting by the movement of the rod D, will remain
motionless as to any action upon the wheels. The backward motion will begin to
produce, as previously, a separation of the collar Land sleeve O, but the latter by its
pressure on the car wheel will be made to follow the movement of the wheel and the
direction of the motion of the collar L will be backward sufficiently for to meet the
cam surfaces on the sleeve O, so that there will be no separation or distance between
them, and the friction windlass will assume its position against the collar L and be
free from contact with the wheel, and consequently motionless, while the bar D will be
brought back to its natural position with relation to the movement of the train, and
will be ready for another movement or plunge to apply the brakes whenever the speed
of the engine is slackened.
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 :-
First. In brake mechanism, the frictional windlass M, provided with differential
cranes M², M²; said windlass being secured around the car axle and made to carry a

page_text: chain or its equivalent connecting with mechanism for operating the brakes, said
windlass being adapted to take its motion from the car wheel and to operate the brake
mechanism substantially as described.
Second. In combination with brake mechanism having a frictional windlass M,
adapted to operate the same by taking its motion from the car wheel, a spring interposed
between said windlass and the adjacent car wheel, whereby the said windlass is kept
from contact with the wheel when the brakes are off, substantially as described.
Third. The combination with a car axle and brake mechanism, of the windlass M
secured around said axle, the sleeve O, also secured around the same, and the collar L
interposed between said windlass and sleeve, and connected with levers by means
whereof it may be moved, said collar and sleeve being provided with corresponding
can surfaces adjacent to each other, whereby the movement of said collar operates the
said sleeve and windlass and their connecting mechanism, substantially as described.
Fourth. In a car brake mechanism, the combination of the sleeve O, and wind-
lass M, arranged as described, the collar L, interposed between said sleeve and windlass
and being provided with an arm K, and lover I connected with said arni, lever E
connected at one of its ends to the lever I, and having its opposite end fixed to the
car, and the rod D pivoted to said lever E and adapted to give motion to the same,
thus causing the mechanism to operate, substantially as described.
Fifth. In a car brake the combination of the windlass M secured around the car
axle and provided with cranes M², M³, the chain S or its equivalent rod T, lever U,
cross piece D' to which said lever is secured, said cross piece being provided with
rocking levers and the rods I, I', secured at one end to said rocking levers, and at
their opposite ends to the brake beams, the whole being arranged as described whereby
the movement of the windlass M operates the brakes in the manner set forth.
Sixth. In a combination with brake mechanism the windlass M, collar L and
sleeve O, said collar and sleeve being provided with adjacent cam surfaces for moving
the said windlass and sleeve against the car wheels, whereby they are carried by
frictional contact with said car wheels, the said sleeve O, being provided with an
arm Q, said arm being connected with a rod R, whereby the circular motion of said
sleeve is limited, substantially as and for the purpose set forth.
Seventh. In a car brake the combination with the draw-bar A, having box-end A¹
of a rod D connected with levers adapted to give motion to the brake mechanism,
said rod being provided with forked ends B, B, and a spring C, made to pass through
said forked ends and box end and adapted to be acted upon by the same whereby the
movements of said rod and said draw-bar are rendered independent of each other for
the distance permitted by said spring substantially as and for the purpose set forth.
HERBERT J. ALLISON,
Agent for the Applicant.