CERTAIN IMPROVEMENTS IN RAILROAD BRAKE APPARATUS
Year: 1883

page_text: LETTERS PATENT to Benjamin Joseph Barnard Mills of the firm of Harris
and Mills of 23 Southampton Buildings in the County of Middlesex, Patent
Agent for an Invention of CERTAIN IMPROVEMENTS IN RAILROAD BRAKE
APPARATUS communicated to him from abroad by Dolphus Torrey, Mechanical
Engineer of the City, County and State of New York, in the United States
of America
PROVISIONAL SPECIFICATION left by the said Benjamin Joseph Barnard
Mills at the Office of the Commissioners of Patents on the 1st May 1883.
BENJAMIN JOSEPH BARNARD MILLS of the firm of Harris and Mills of
23 Southampton Buildings in the County of Middlesex, Patent Agent " CERTAIN
IMPROVEMENTS IN RAILROAD BRAKE APPARATUS A communication to me from
abroad by Dolphus Torrey, mechanical Engineer of the City, County and State of
New York in the United States of America
"
The improvements relate to mechanism for transmitting stress from the draw-
bar or buffer of the car, to the brake mechanism, and is designed to have its parts
so related that there can be no transmission of the said stress except when the
established movement of the car is to be arrested. And further to effect an
application of the stress to arrest by braking either a forward or a backward
movement of the car.
The apparatus as a whole, is composed of two lines of mechanical devices. One
for transmitting stress from the draw-bar to the brakes and another for effecting
the adjustment of the first named.
In each case there are mechanical elements that serve as receiving, transmitting
and working devices. Beside these devices referred to and making up the links
in the two chains of related parts, there are special mechanical devices used to
secure serviceable adaptations of the apparatus to the end for which it is designed,
such as relief springs, intended to limit the intensity of the stress which may be
applied to the brakes; differential levers for changing the amount of motion or
effect transmitted and other devices.
At a place, preferably between the end sill and bolster of the car, are set two

page_text: levers, one of which is connected by means of a pitman or otherwise with the
draw-bar, the other lever being preferably pivotted upon the same centre but not
necessarily so.
These levers swing in parallel planes. They may be placed in perpendicular or
horizontal positions and may be arranged to swing in directions length wise or
across the car. The position I prefer to place them in, is crosswise of the car, with
one end of them supported by a bolt set in the draw-bar timber. The levers then
extend crosswise of the car preferably passing under the draw bar.
The upper
lever being connected with the draw-bar is called the receiving lever. The under
one is connected with the brake mechanism and is called the working lever. The
receiving lever is guided in its plane of rotation by a strap or guide-bar fastened
to the draw-bar timber near the free end of the lever. The working lever is
guided in its swing by a bar, which bar at appropriate times, may be depressed
so as to separate the levers sufficiently to allow the receiving lever to move or
escape past the working one. Near the ends of these levers upon their inner faces
are placed projecting lugs which are in the same plane so that one lever cannot
swing past the other.
The working lever is so connected with the brake apparatus, that in whichever
way it may be swung from its central position, it pulls upon the brake-chain and
causes an application of the brakes.
By these arrangements the relative positions of the levers to each other,
determine whether the brakes are to be applied by an extension or a compression
of the draw-bar. When the receiving lever is before the working one, the pulling
of the car swings the receiving lever away from the working one and is inoperative
upon the brakes, while if the draw-bar is pushed inwards the receiving lever is
forced into contact with the working lever and carries it before it thereby putting
on the brakes. If however the receiving lever is behind the working one, pulling
the draw-bar applies the brakes and pushing it in does not affect them.
The relative positions of the receiving and working levers are determined by the
method of governing which may be adopted. These are of six kinds: 1 A
direction governor, 2nd a motion governor, both being automatic, 3rd a train-cord-
governor, which is actuated by an employee, pulling a train cord when the direction
of the car's movement is to be changed. 4th a hand governor which is a modifi-
cation of the last, being a device unrelated to the other cars in the train, 5th &
magnetic governor, and 6th an air pressure governor. In all these cases the action
provided effects as escapement of the levers permitting one to pass the other, after
which the displaced lever is immediately restored to its plane of rotation by the
action of a spring or counter-weight. The mechanism for effecting the escapement
of the levers, consists of a horizontal bar carried by two hangers, at its ends. The
bar is held by pins passing through it and the hangers. The holes for the pins in
the bar are slotted at such an angle that when the bar is drawn endways, it is
caused to slide down on the bearing pins thus securing uniformity of depressed
movement throughout its length. This bar is either provided with a lengthwise
slot in which the working lever rotates, or the lever is slotted and the bar passes
through it. In either case the functional condition is attained, of compelling the
lever to be depressed with the bar without regard to the position it may be in by
the action of the receiving lever. The adjusting bar is in the position of a chord to
the arc described by the lever, a relation that gives an opportunity to effect the
movement of the lever by a stress transmitted to the adjusting bar in a single line
of communication.
The adjusting bar is depressed by being shoved or pulled endwise, and is
replaced by the recoil of a spring. To prevent the possibility of the bar being
depressed at an improper time it is best to lock it in its elevated position. This is
done by a horizontal movement of the lock-bar by which also the adjusting bar is
depressed and elevated.
The two bars pass in slots through the hangers.
The face of each hanger at the point of contact for the lock bar is sloped at the

page_text: same angle as are the slots in the adjusting bar. When the returning spring forces
the lock-bar inwards, it slides up the sloped faces of the hangers, and raises the
adjusting bar with it. When the adjusting bar is fully raised, the mortise through
the hangers is uncovered so that the lock bar is made to slide in farther but in a
horizontal direction so that it secures a firm bearing which will prevent either
of the bars being displaced, by reason of any, stress which may be transmitted from
the working lever.
In effecting a disengagement, the power is applied to the look bar, which first
moves back horizontally and afterwards diagonally downwards, carrying with it the
adjusting bar and the working lever.
with this the changing of the relative position of the receiving lever to the
working lever is effected whenever there is a change in the direction of the car's
movement.
As the changing of the direction of the car's movement is always a consequence
of draw-bar movement it is always accompanied by a transmission of stress from
the receiving to the working lever, and if at such times the working lever is
depressed, the receiving lever is thereby permitted to pass by it, and occupy a
reversed relative position.
This change in the relative positions of the two levers appropriately adapts them
for applying the brakes of the car by the movement of the draw bar, by the
momentum of the train, whether the car is being hauled or backed.
The appropriate automatic depressing of the guide or adjusting bar which controls
the plane of rotation in which the working lever swings is effected by the movements
of the brake-beams, which movements are consequent on a change in the direction
of wheel rotation that necessarily accompanies a change in the direction of the cars
movement. The brake-beams are given by the construction of their hangers an
inch or more of lost motion, so that when the brakes are applied the beams are
caused by the wheels to rise or fall an inch in the direction of wheel rotation.
Further the beams are by special fittings balanced and controlled so that they
retain the positions to which they are carried by the wheels while out of use.
Further by connecting devices the beams cause, while changing their positions, the
adjusting bar to be depressed so as to permit the escapement of the receiving lever
over the working one, leaving the displaced parts to be returned to the normal
position by a spring or counter weight.
In applying a direction governor, selection may be made between two methods
of doing so. They are distinguished by name as with a "permissive" or a "positive"
connection between the brake beam attachments and the working lever.
In the use of a direction governor, with a permissive connection, it is necessary
that after the changing brake-beams have effected the depression of the adjusting
bar, and the consequent release of the brakes, the beams should complete their
movement so as to insure the restoration of the working lever to its plane of
rotation.
This may be effected by having the beams hung to cranks that give to the
elevated beam a shorter leverage than the depressed beam has, as against each
other. This causes the beams to finish their movements by their gravity.
With the positive connection the form of the levers is changed so that there are
wo adjustments provided.
That for what is called the "train relation" being effected by a manual device
which adapts the apparatus for working while the engine is in one direction from
he car, and by using which, it is changed for having the engine in the other
lirection. The other adjustment is the one which conforms to any change in the
irection of the car's movement as pulling and backing, the engine continuing in
he same direction. This is called the "direction" adjustment, and is subject to

page_text: positive control, unchanging by any recoil of the buffer spring which may occasion
any reversal of the brake-beam position.
The preferred devices used with this method of application, are a link motion for
reversing the train relation, and an embracing shape to one of the levers, which
gives duplicate lugs, one set of which are used when the car is moving forward and
the other when it is moving backward.
Another method of actuating the adjusting bar is by mechanism that is controlled
by conditions of motion and rest of the wheels and axles, constituting what is called
a "motion governor."
A motion governor apparatus includes a centrifugal governor mounted upon one
of the axles. One end of this is firmly attached to the axle, while the other end
of it is free to expand or to slide in and out (depending upon the form in which
constructed) as the rotation of the axle causes the centre of the governor to expand.
To this centrifugal governor is attached in some one of several ways a governing
lever which is moved when the governor changes its form. The governing lever
is held by a spring, or by gravity, to the position established by the governor at
rest, to which position it returns after being displaced by the rotation of the axle
and governor.
The movement of the governing lever is to cause the locking of the adjusting bar
in a position that compels the engagement of the receiving and working levers
whenever there is a determined rate of axle rotation, and to release the adjusting
bar whenever the rate of axle rotation is less than that amount.
By this arrangement there is no brake at low rates of speed, which disadvantage
is partly compensated for by the fact that it is unnecessary to give any attention
to the adjustments of the mechanism when the engine is attached to the other end
of the train from which it has been before.
With a motion governor it is preferable to use the stress of the draw bar to
move the adjusting bar which is done by having a branch chain extending from
the chain of the working lever, to a spring connection with a tripping lever which
can when subject to the stress of the spring, force the adjusting bar to move, and
which it will do when its confining catch is lifted.
This mechanism however can be made available with all kinds of governors.
In applying this governor there is extended from the adjusting bar, a line of
rods or flexible connection to near the roof of the car, (or to any desired location)
A pulley over which a cord passes is attached to the rod at its outer or upper end,
such cord being run over other pulleys or guides so that when the train cord is
tightly drawn it pulls the rod upward and by moving the adjusting bar effects an
escapement of the receiving and working levers with results like those following
the action of either the direction or action governor. With the use of this train-
cord-governor it is necessary to have a spring, which replaces the adjusting bar,
strong enough to pull back against the resistance of the train-cord and to re-set
the working lever.

page_text: 5th THE MAGNETIC GOVERNOR.
This consists in controlling by an electro-magnet instead of by the use of a
motion governor, as before named, the latch which confines the lever (operated by
stress from the draw-bar) that moves the adjusting bar. The magnet is worked
from any convenient source of magnetism by the use of a conducting wire running
to all the cars having these brakes attached.
By having a cylinder and piston connected with the adjusting lever, the separa-
tion of the receiving and working levers can be effected with air pressure using
either the compression or vacuum system as may be desired.
The transmission of stress from the draw bar to the brakes may be by direct
pull or the draw-bar stress may be transmitted to a lever which swings a friction
pulley into contact with another upon the axle, and then the friction between the
two will compel the winding up of a brake-chain upon the shaft of the swinging
friction wheel in any of the well known methods for the use of such friction brakes.
In such cases the receiving and working levers with the adjusting bar, afford all
facilities for reversing the adjustment of the apparatus, and fitting it for use to
stop, either a forward or a backward movement of the cars.
It will be seen that, that portion of the working lever which connects the pivot
with the part of the lever that bears the lug and chain connection, being free from
stress, in reality serves only to guide the outer end in the line of the arc described
by the outer end of the motor lever.
This guidance in the line of that arc may be secured by modifying the devices
as follows:-
A rigid guide bar is set, curved in the line of the are described by the outer end
of the motor lever.
Upon this guide bar is mounted a slide formed with a lug to engage with the
motor lever and constituting as above described, a substitute for the outer end of
the working lever. This substitute for the working lever slides freely upon its
guide bar and may properly be named a chain carrier. The motor lever, which is
confined to its plane of rotation by the adjusting bar as already described in
connection with the working lever, engages with the lug upon the chain' carrier
and with the same effect in transmitting stress to the brake-chain as already
described in connection with the working lever.
As described, the brake mechanism has been what is called double acting, that is
effecting an application of the brakes to arrest either a backward or a forward
motion of the train. But in case it is desired to have only a single acting brake,
the change in the mechanism to effect it is to simply alter the connection between
the draw-bar and the receiving lever. What is desired in the case of a single
acting brake, is to have the draw bar or buffer act positively upon the lever when
it is compressed, but only in a slight degree when it is extended. The amount of
action to be had by an extension of the draw bar, is only what will cause the lug
of the receiving lever to pass that of the working one. This is effected by having
the pitman which connects the draw bar to the lever, take a firm contact in
compression, and a slight one through the interposition of a spring when it is
extended. The resistance of the spring is to be only sufficient to cause the escape-
ment of the lugs as required, but too little to effect the application of the brakes.
Another method is to have the pitman connected firmly for both movements of the
draw bar, but to have the fulcrum of the lever set so as to slide forward when
the draw bar is pulled out, but to be held firmly when the draw bar is pushed in.
A spring resists the forward movement of this fulcrum sufficient to cause the

page_text: .
escapement of the lugs as before named. Another method is to have the draw bar
pitman, or the draw bar itself thrust against the receiving lever when compressed,
and to have a spring attached to the lever to draw it into its position of rest when
the draw bar pressure is removed.
With all of the methods, the functional relation is to have a reversible adjust-
ment that permits the backing of the train without the possible interference of the
brakes until the adjustment is reversed, the same as with the double acting brake
above named.
In each case named of single acting brakes, the receiving lever is reversed for a
forward movement of the car by the action of a spring or counter weight which
places it in its position of rest before the working lever when the adjusting device
is operated therefor.
The advantage which this arrangement of levers affords over other forms of
single 'acting brakes is, that after a backward movement of the car has been
established, the brakes cannot be set by the straightening out of the draw bar as
is almost universally the case in other single acting brakes.
To this brake apparatus are added supplementary devices by the use of which
are secured provisions for perfecting the service which a brake mechanism may
render and adding largely to its value.
The replacement of the adjusting bar by a spring permits the use of a hand
attachment by means of which an operator can depress the bar, and retain it in
such position, thereby keeping the apparatus continuously out of service, the
receiving lever passing to and fro over the working one as the draw bar may be
actuated.
When the direction governor is used with a positive connection between the
brake beams and the adjusting bar the functional conditions call for special
adaptations in the details of the apparatus. The adjusting bar will have two
different positions determining the engagement of the working with the receiving
lever which positions are at the extreme limits of the adjusting bar's longitudinal
movements and as these positions are determined by the rise and fall of the brake
beams it must necessarily follow with any determined relation of the car to the
train that when the brake beams are placed by the wheel's rotation forward, the
adjusting bar will be at one end of its longitudinal movement and when the wheels
are rotating backward the said adjusting-bar will be at the other end of its longi-
tudinal movement, and that it will be changed from one of these positions to the
other automatically by a change in the direction of wheel rotation. If the
locomotive was always attached in the direction of one end of the car all
requirements of the service would be met by an apparatus containing a mechanical
movement having these characteristics, but as the engine may be attached in the
direction of either end of the car it will happen that the direction of wheel
rotation for a forward movement of the car is reversed whenever the direction of
the engine from the car is changed and so the automatic adjustment of the
apparatus might effect an application of the brakes by conditions of movement
when the brakes should be applied. This difficulty is overcome by placing in the
line of connection between the brake beams and the working lever, a link motion
device the manual changing of which effects a reversal in the paired movements
between the brake beams and the adjusting bar. Further, as it is sometimes
necessary to sever the connection between the working lever and the receiving
lever of the apparatus the link motion is caused to secure this effect by setting
its connecting rod at its dead centre.
Again the chain from the working lever may be attached to an equalizing
transmitting lever, that balances the stress upon the brakes against a spring, the
resistance of which gauges the intensity of brake application. In place of this
spring there may be used as a balancing resistance a pair of levers which are
fulcrumed against the weight of the car, whereby the braking stress is always
proportioned to the weight upon the wheels,

page_text: The pulley shaft may be set horizontally, or in any direction. It is preferred to
have it perpendicular, as then the engagement between the pulleys is made by
gravity, instead of with a spring as will be necessary in other cases.
In thus setting forth the various forms and methods for varying the construction
of the apparatus, the right is distinctly reserved to combine the varied parts as may
be desired.
For illustration of the possibilities in the matter, an applied mechanism may be
either single or double acting, with either of the six described methods of working
the adjusting bar. In any of the said combinations the adjusting bar may be
operated by stress received through the governing device or it may be operated by
stress from the draw bar making thus far twenty four combinations in constructing
the apparatus, and then with these there is in each case an alternative of using
either a direct connection to the brakes or a frictional wheel device as set forth
before, which will give forty-eight different combinations of the apparatus as
available from which to select in equipping a car.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Benjamin Joseph Barnard Mills in the Great Seal Patent Office on the
31st October 1883.
"
BENJAMIN JOSEPH BARNARD MILLS of the firm of Harris and Mills of
23 Southampton Buildings in the County of Middlesex Patent Agent " CERTAIN
IMPROVEMENTS IN RAILROAD BRAKE APPARATUS A communication to me from
abroad by Dolphus Torrey, mechanical engineer, of the City County and State of
New York in the United States of America
The invention is known as the Torrey Automatic Brake.
The improvements relate to mechanism for transmitting stress from the draw
bar or buffer of the car to the brake mechanism and is designed to have its parts
so related that there can be no transmission of the said stress except when the
established movement of the car is to be arrested. And further to effect an
application of the stress to arrest by breaking either a forward or a backward
movement of the car.
The apparatus as a whole is composed of two lines of mechanical devices. One
for transmitting stress from the draw bar to the brakes and another for effecting
the adjustment of the first named. In each case there are mechanical elements
that serve as receiving transmitting and working devices. Besides these devices
referred to and making up the links in the two chains of related parts there are
special mechanical devices used to secure serviceable adaptations of the apparatus
to the end for which it is designed, such as relief springs, intended to limit the
intensity of the stress which may be applied to the brakes; differential levers for
changing the amount of motion or effect transmitted and other devices.
At a place preferably between the end sill and bolster of the car are set two.
levers one of which is connected by means of a pitman or otherwise with the draw
bar, the other lever being preferably pivoted upon the same centre but not
necessarily so. These levers swing in parallel planes. They may be placed in
perpendicular or horizontal positions and may be arranged to swing in directions
lengthwise or across the car. The position I prefer to place them in is crosswise
of the car with one end of them supported by a bolt set in the draw-bar timber.
The levers then extend crosswise of the car preferably passing under the draw-bar.
The upper lever being connected with the draw bar is called the receiving lever.
The under one is connected with the brake mechanism and is called the working
lever. The receiving lever is guided in its plane of rotation by a strap or guide
bar fastened to the draw-bar timber near the free end of the lever. The working
lever is guided in its swing by a bar which bar at appropriate times may be
depressed so as to separate the levers sufficiently to allow the receiving lever to
move or escape past the working one. Near the ends of these levers upon their
inner faces are placed projecting lugs which are in the same plane so that one
lever cannot swing past the other. The working lever is so connected with the
brake apparatus that in which ever way it may be swung from its central position
it pulls upon the brake chain and causes an application of the brakes
By these arrangements the relative positions of the levers to each other
determine whether the brakes are to be applied by an extension or compression of
the draw bar. When the receiving lever is before the working one the pulling of
the car swings the receiving lever away from the working one and is inoperative
upon the brakes while if the draw-bar is pushed inwards the receiving lever is
forced into contact with the working lever and carries it before it thereby
putting on the brakes. If however the receiving lever is behind the working
one pulling the draw bar applies the brakes and pushing it in does not affect
them.

page_text: 1 a
The relative positions of the receiving and working levers are determined by the
method of governing which may be adopted. These are of six kinds.
direction governor, 2nd a motion governor both being automatic, 3rd a train cord
governor which is actuated by an employee pulling a train cord when the direction
of the cars' movement is to be changed. 4th a hand governor which is a modification
of the last, being a device unrelated to the other cars in the train. 5th a magnetic
governor and 6th an air-pressure governor. In all these cases the action provided
effects an escapement of the levers permitting one to pass the other after which the
displaced lever is immediately restored to its plane of rotation by the action of a
spring or counter-weight.
The mechanism for effecting the escapement of the levers consists of a horizontal
bar carried by two hangers at its ends. The bar is held by pins passing through
it and the hangers. The holes for the pins in the bar are alotted at such an angle
that when the bar is drawn endways it is caused to alide down on the bearing pins
thus securing uniformity of depressed movement throughout its length. This bar
is either provided with a lengthwise slot in which the working lever rotates or the
lever is slotted and the bar passes through it. In either case the functional
condition is attained of compelling the lever to be depressed with the bar without
regard to the position it may be in by the action of the receiving lever. The
adjusting bar is in the position of a chord to the arc described by the lever, a
relation that gives an opportunity to effect the movement of the lever by a stress
transmitted to the adjusting bar in a single line of communication.
The adjusting bar is depressed by being shoved or pulled end wise and is
replaced by the recoil of a spring. To prevent the possibility of the bar being
depressed at an improper time it is best to lock it in its elevated position.' This
is done by a horizontal movement of the lock bar by which also the adjusting bar
is depressed and elevated. The two bars pass in slots through the hangers. The
face of each hanger at the point of contact for the lock bar is sloped at the same
angle as are the slots in the adjusting bar. When the returning spring forces the
lock bar inwards it slides up the sloped faces of the hangers and raises the
adjusting bar with it. When the adjusting bar is fully raised the mortise through
the hangers is uncovered so that the lock bar is made to slide in farther but in a
borizontal direction so that it secures a firm bearing which will prevent either of
the bars being displaced by reason of any stress which may be transmitted from
the working lever. In effecting a disengagement the power is applied to the lock
bar which first moves back horizontally and afterwards diagonally downwards
carrying with it the adjusting bar and the working lever.
1st THE DIRECTION-GOVERNOR.
With this the changing of the relative position of the receiving lever to the
working lever is effected whenever there is a change in the direction of the cars'
movement. As the changing of the direction of the cars' movement is always a
consequence of draw bar movement it is always accompanied by a transmission of
stress from the receiving to the working lever and if at such times the working
lever is depressed the receiving lever is thereby permitted to pass by it and occupy
& reversed relative position.
This change in the relative positions of the two levers appropriately adapts them
for applying the brakes of the car by the movement of the draw-bar, by the
momentum of the train, whether the car is being hauled or backed.
The appropriate automatic depressing of the guide or adjusting bar which
controls the plane of rotation in which the working lever swings, is effected by the
movements of the brake beams which movements are consequent on a change in
the direction of wheel rotation that necessarily accompanies a change in the
direction of the cars' movement. The brake beams are given by the construction
of their hangers an inch or more of lost motion so that when the brakes are applied
the beams are caused by the wheels to rise or fall an inch in the direction of

page_text: wheel rotation. Further the beams are by special fittings balanced and controlled
so that they retain the positions to which they are carried by the wheels while out
of use.
Further by connecting devices the beams cause while changing their
positions the adjusting bar to be depressed so as to permit the escapement of the
receiving lever over the working one leaving the displaced parts to be returned to
the normal position by a spring or counter-weight.
"
In applying a direction governor selection may be made between two methods of
doing so. They are distinguished by name as with a "permissive" or a "positive
connection between the brake beam attachments and the working lever.
In the use of a direction-governor with a permissive connection it is necessary
that after the changing brake beams have effected the depression of the adjusting
bar and the consequent release of the brakes the beams should complete their
movement so as to insure the restoration of the working lever to its plane of
rotation. This may be effected by having the beams hung to cranks that give
to the elevated beam a shorter leverage than the depressed beam has as against
each other. This causes the beams to finish their movements by their gravity.
With the positive connection the form of the levers is changed so that there are
two adjustments provided. That for what is called the "train relation" being
effected by a manual device which adapts the apparatus for working while the
engine is in one direction from the car and by using which it is changed for having
the engine in the other direction. The other adjustment is the one which conforms
to any change in the direction of the cars' movement as pulling and backing, the
engine continuing in the same direction. This is called the "direction" adjustment
and is subject to positive control unchanging by any recoil of the buffer spring
which may occasion a reversal of the brake-beam position.
The preferred devices used with this method of application are a link motion for
reversing the train relation and an embracing shape to one of the levers which
gives duplicate lugs, one set of which are used when the car is moving forward and
the other when it is moving back word
Another method of actuating the adjusting bar is by mechanism that is
controlled by conditions of motion and rest of the wheels and axles constituting
what is called a "motion governor."
A motion governor apparatus includes a centrifugal governor mounted upon one
of the axles. One end of this is firmly attached to the axle while the other end of
it is free to expand or to slide in and out (depending upon the form in which
constructed) as the rotation of the axle causes the centre of the governor to expand.
To this centrifugal governor is attached in some one of several ways a governing
lever which is moved when the governor changes its form. The governing lever is
held by a spring or by gravity to the position established by the governor at rest
to which position it returns after being displaced by the rotation of the axle and
governor. The movement of the governing lever is to cause the locking of the
adjusting bar in a position that compels the engagement of the receiving and
working levers whenever there is a determined rate of axle rotation and to release
the adjusting bar whenever the rate of axle rotation is than that amount.
By this arrangement there is no brake at low rates of speed, which disadvantage
is partly compensated for by the fact that it is unnecessary to give any attention to
the adjustments of the mechanism when the engine is attached to the other end of
the train from which it has been before.
With a motion governor it is preferable to use the stress of the draw bar to
move the adjusting bar which is done by having a branch chain extending from
the chain of the working lever to a spring connection with a tripping lever which
can when subject to the stress of the spring force the adjusting bar to move and
which it will do when its confining catch is lifted.
This mechanism however can be made available with all kinds of governors.

page_text: 3rd THE TRAIN-CORD-GOVERNOR.
In applying this governor there is extended from the adjusting bar a line of rods
or flexible connection to near the roof of the car (or to any desired location) A
pulley over which a cord passes is attached to the rod at its outer or upper end
such cord being run over other pulleys or guides so that when the train cord is
tightly drawn it pulls the rod upward and by moving the adjusting bar effects an
escapement of the receiving and working levers with results like those following
the action of either the direction or motion governor. With the use of this train
cord governor it is necessary to have a spring which replaces the adjusting-bar,
strong enough to pull back against the resistance of the train cord and to reset the
working lever.
By having a cylinder and piston connected with the adjusting lever the separa-
tion of the receiving and working levers can be effected with air pressure using
either the compression or vacuum system as may be desired.
The transmission of stress from the draw bar to the brakes may be by direct
pull or the draw bar stress may be transmitted to a lever which swinga a friction
pulley into contact with another upon the axle and then the friction between the
two will compel the winding up of a brake chain upon the shaft of the swinging
friction wheel in any of the well known methods for the use of such friction
brakes. In such cases the receiving and working levers with the adjusting bar
afford all facilities for reversing the adjustment of the apparatus and fitting it for
use to stop either a forward or a backward movement of the cars.
It will be seen that that portion of the working lever which connects the pivot
with the part of the lever that bears the lug and chain connection being free from
stress in reality serves only to guide the outer end in the line of the are described
by the outer end of the motor lever. This guidance in the line of that arc may
be secured by modifying the devices as follows:-A rigid guide-bar is set curved
in the line of the arc described by the outer end of the motor lever. Upon this
guide bar is mounted a slide formed with a lug to engage with the motor lever and
constituting as above described a substitute for the outer end of the working
lever. This substitute for the working lever slides freely upon its guide bar and
may properly be named a chain carrier. The motor lever which is confined to its
plane of rotation by the adjusting bar as already described in connection with the
working lever engages with the lug upon the chain carrier and with the same effect
in transmitting stress to the brake chain as already described in connection with
the working lever.
As described the brake mechanism has been what is called double acting that is
effecting an application of the brakes to arrest either a backward or a forward
motion of the train. But in case it is desired to have only a single acting brake

page_text: the change in the mechanism to effect it is to simply alter the connection between
the draw-bar and the receiving lever. What is desired in the case of a single
acting brake is to have the draw bar or buffer act positively upon the lever when
it is compressed but only in a slight degree when it is extended. The amount of
action to be had by an extension of the draw-bar is only what will cause the lug
of the receiving lever to pass that of the working one. This is effected by having
the pitman which connects the draw-bar to the lever take a firm contact in com-
pression and a slight one through the interposition of a spring when it is extended.
The resistance of the spring is to be only sufficient to cause the escapement of the
lugs as required, but too little to effect the application of the brakes: Another
method is to have the pitman connected firmly for both movements of the draw
bar but to have the fulcrum of the lever set so as to slide forward when the draw
bar is pulled out but to be held firmly when the draw bar is pushed in. A spring
resists the forward movement of this fulcrum sufficient to cause the escapement of
the lugs as before named. Another method is to have the draw-bar pitman or the
draw-bar itself thrust against the receiving lever when compressed and to have a
spring attached to the lever to draw it into its position of rest when the draw bar
pressure is removed.
With all of the methods, the functional relation is to have a reversible
adjustment that permits the backing of the train without the possible interference
of the brakes until the adjustment is reversed the same as with the double acting
brake above named. In each case named of single acting brakes the receiving
lever is reversed for a forward movement of the car by the action of a spring or
counterweight which places it in its position of rest before the working lever when
the adjusting device is operated therefor.
The advantage which this arrangement of levers affords over other forms of
single acting brakes is that after a backward movement of the car has been
established the brakes cannot be set by the straightening out of the draw-bar as is
almost universally the case in other single acting brakes.
To this brake apparatus are added supplementary devices by the use of which
are secured provisions for perfecting the service which a brake mechanism may
render and adding largely to its value.
The replacement of the adjusting bar by a spring permits the use of a hand
attachment by means of which an operator can depress the bar and retain it in
such position thereby keeping the apparatus continuously out of service the
receiving lever passing to and fro over the working one as the draw bar may be
actuated.
When the direction governor is used with a positive connection between the
brake beams and the adjusting bar the functional conditions call for special
adaptations in the details of the apparatus. The adjusting bar will have two
different positions determining the engagement of the working with the receiving
lever which positions are at the extreme limits of the adjusting bar's longitudinal
movements and as these positions are determined by the rise and fall of the brake
beams it must necessarily follow with any determined relation of the car to the
train that when the brake beams are placed by the wheels' rotation forward the
adjusting bar will be at one end of its longitudinal movement and when the wheels
are rotating backward the said adjusting bar will be at the other end of its
longitudinal movement and that it will be changed from one of these positions to
the other automatically by a change in the direction of wheel rotation. If the
locomotive was always attached in the direction of one end of the car all
requirements of the service would be met by an apparatus containing a mechanical
movement having these characteristics but as the engine may be attached in the
direction of either end of the car it will happen that the direction of wheel
rotation for a forward movement of the car is reversed whenever the direction of
the engine from the car is changed and so the automatic adjustment of the
apparatus might effect an application of the brakes by conditions of movement
when the brakes should not be applied. This difficulty is overcome by placing in

page_text: friction windlass in said line) it is desirable to use a differential windlass BO
constructed that the first increment of draw-bar or buffer movement shall bring
the brake shoes against the wheels and that the subsequent increment of movement
by the draw bar or buffer shall act upon the brake shoes with small volume of
movement but with higher stress.
AUTOMATIC TAKE-UPS.
The object of this part of the invention is to combine mechanical devices placed
in the line of the brake chain so that as the brake shoes are worn by use the
length of the chain will be shortened and thereby keep the shoes when out of use
hanging at a fixed distance from the wheels thus securing the advantages of
having at all times whether the brake shoes are new or old a uniform movement
of the brake operating mechanism to effect an application of the brakes.
Upon a shaft are placed two pulleys having clutch teeth between them. To
each of these pulleys is attached a part of the line of brake-chain. That upon
one (termed the working pulley) extending to the brake apparatus and that upon
the other (termed the receiving "pulley) to the operating mechanism. When the
chain is pulled to apply the brakes the rotation of the receiving pulley compels,
as the chain is unwound, the rotation of the companion pulley and the winding up
of its attached chain. The working pulley carries from its side opposite the
receiving pulley a projecting pin which passes through a slot in a disc mounted
upon the shaft with the pulleys. This disc has ratchet teeth in its edge or under-
surface which teeth are engaged by a pawl that permits the forward rotation of the
disc but prevents its backward rotation. The receiving pulley is subject to the
recoil of a spring which rotates it backward to the extent of its movement permitted
by the counter-pull of the brake chain wound upon it.
When the brakes are applied the pull of the chain rotates the two pulleys which
are engaged with each other. The pin in the working pulley moves freely until it

page_text: reaches the end of the slot in the disc when it carries the disc with it. Whatever
distance the disc is rotated it is held by its pawl and so when the braking stress
is released the backward rotation of the two pulleys takes place without changing
the position of the disc. The working pulley rotates backward until its pin reaches
the end of the slot when the pulley is held and cannot give any more slack to the
brakes. But the receiving pulley is by the stress of its counter-spring compelled
to continue its backward rotation until the chain attached to it is taut.
In doing this it rides past the clutch teeth of the other pulley and secures &
shortened hold thereon.
The pulley shaft may be set horizontally or in any direction. It is preferred to
have it perpendicular as then the engagement between the pulleys is made by gravity
instead of with a spring as will be necessary in other cases.
In thus setting forth the various forms and methods for varying the construction
of the apparatus the right is distinctly reserved to combine the varied parts as
may be desired. For illustration of the possibilities in the matter an applied
mechanism may be either single or double acting with either of the six described
methods of working the adjusting bar. In any of the said combinations the
adjusting bar may be operated by stress received through the governing device or
it may be operated by stress from the draw bar making thus far twenty four com-
binations in constructing the apparatus and then with these there is in each case
an alternative of using either a direct connection to the brakes or a frictional wheel
device as set forth before, which will give forty eight different combinations of the
apparatus as available from which to select in equipping a car.
And in order that the said invention may be more clearly understood and readily
carried into effect I will proceed aided by the accompanying Drawings more fully
to describe the same.
operative position
Figure 2 is a side elevation of the principal operative parts shown in Figure 1.
Figure 3 is an underside view of part of the frame work of a car with the
invention applied.
Figure 4 is a detail end view of the receiving and working levers showing the
juxtaposition of their engaging lugs.
Figure 5 is a side elevation of parts of the operating mechanism and a cord
governor for controlling the same showing parts of the car frame in section.
Figure 6 is a detail side view of the guide-bar and locking bar of the working
lever.
Figure 7 is a vertical longitudinal section of the lower end of one of the hangers
of the same.
Figure 8 is a side elevation of a guide bar of modified form showing in transverse
section a working lever adapted thereto.
Figure 9 is a vertical longitudinal section of parts of the running gear of a car
showing parts of a direction governor in elevation.
Figures 10. 11. 12. and 18 are elevations of various details and modifications in
the said direction governor.
Figure 14 is a front elevation of a motion governor mounted on a car axle.
Figure 15 is a side elevation of the same partly in section.
Figure 16 is an elevation of the disc 60 showing the axle in section
Figure 17 is a sectional side elevation of the said governor and its connections on
a smaller scale.
Figure 18 is a longitudinal elevation of parts of the train-cord-governor.
Figure 19 is a front view of a portion of the same.
Figure 20 is a view of a portion of the hand governor. .

page_text: Figure 21 illustrates an electro-magnetic governor, which may take the place of
the train-cord.
Figure 22 is a longitudinal section of parts of a running gear of a car, showing
in elevation a friction brake apparatus.
Figure 23 is a front elevation of the central part of the truck-timbers, showing
the position of the differential transmitting lever 23.
Figure 24 is an underside view of a brace and hanger used in connection with
the friction-brake windlass.
Figure 25 is a plan of the friction pulleys and their shaft and connections.
Figure 26 is a plan of a portion of the axis with a friction sleeve applied
thereto.
Figure 27 is a transverse section of the same showing the friction sleeve in
end view.
Figure 28 is an underside view partly in section of a draw-bar and receiving
lever for a single acting brake apparatus.
Figure 29 is a side view of the same.
Figure 30 is a side view thereof illustrating a modification.
Figure 31 is a plan or underside view illustrating another modification, in the
single acting brake apparatus.
Figure 32, is an elevation of a hand-lever attachment for disconnecting the
receiving and working levers.
Figure 33 is a view of a modification of the motor and operating levers.
Figure 34 is a plan view of the modified operating lever.
Figure 35 is a sectional view on the line 35, figure 38.
Figure 36 is a view of a positive connection between the brake-beams of the
adjusting-bar, which may be used in conjunction with the direction governor.
Figure 37 is a view of a portion of the mechanism shown in figure 36.
Figure 88 is a front view of a brake fulcrum or connection for regulating the
pressure of the brakes by the load or weight of the car.
Figure 39 is
vertical section of the same on the line 34, Figure 38.
Figure 40 is a longitudinal section of an emergency brake connection for
applying the brakes automatically to an uncoupled car.
Figure 41 is a longitudinal section of a clutch of inodified form.
Figure 42 is an end view of the fixed sleeve or socket of said emergency brake
apparatus.
Figure 43 is an elevation illustrating another modification in which the clutch
or connection consists of an emergency chain connected with the preceding car
and coiled on a hand brake or windlass so as to wind up the brakes when
drawn off.
Figures 44 and 45 are front and side views of an automatic device for taking
up the slack in the brake-chains and connections resulting from the wear of the
brake-shoes or from other causes.
Figure 46 is a top view of the said take-up device.
Figure 47 is an underside view of the pawl disc 113.
Figure 48 is a section view of a take-up having differential pulleys.
Figure 49 is a horizontal section of the differential take-up-pulley 111.
Figure 50 is an underside view of the ratchet-wheel 118, shown in figure 48.
Figures 51, 52 and 53 are details of modifications hereinafter described.
In Figures 1 and 3, which represent respectively a truck and a part of the frame-
work of a car, 1 indicates the draw-bar, 2 the pitman, and 3 the receiving lever.
The receiving lever 3 swings in and out with each movement of the draw-bar and
is confined to its plane of rotation by a guide strap 3, 4 is the working lever,
5 is the pivot upon which the lever swings, 6 is the adjusting bar which determines
the plane of rotation for the working lever. 3 and 4, Figure 4, are projecting
lugs upon the contiguous faces of the levers 3 and 4, and are the points of contact
between them when stress is transmitted from one to the other.
Figures 2 and 5 show one side of the draw-bar timber and the centre stringer

page_text: of the frame, upon which the adjusting mechanism of the apparatus is mounted.
8 is a hanger through the lower arms or ends of which the guide bar and its locking-
bar are passed. Figure 7 shows the form of the slot through the hangers for the
reception of the bara. Figure 6 shows these bars in detail 13, 131, figures 2, 5
and 7, are pins carrying the adjusting bar 6. These pins pass through alots 10, 10¹,
in the ends of the adjusting-bar which slots are sloped so as to cause the depression
of the bar when moved endways, and its elevation when replaced. 7 is the lock-
bar. Its faces 11, 11', slide down and up the inclined faces 14, in the hangers.
Its head 17 when shoved inwards, engages with the adjusting-bar and carries it
with it.
Many
21, figures 1, 2 and 5, represents a loose pulley running on a spindle fastened to
the car timbers. Over it passes a chain loop 22, both ends of which are fastened
to the lever 23. This chain loop is fastened upon one side to the working lever 4.
By this device, in whichever way the lever 4 is swung the chain 22, is made to
pull upon the lever 23. The chain loop and pulley are simply a device for effecting
a pull in one direction by the movement of the lever 4, in either of its two
directions. Other well known devices may be substituted for this one.
such have been applied experimentally, but the loop and pulley are preferred.
24 is the fulcrum of the lever 23, and may be made yielding by the spring 25,
which is thus made to determine the limit of stress which may be applied to the
brakes. The line 26 extends to the brake mechanism, which may be of any of the
kinds in use. Recurring to the figures previously described, it will be seen that
with the receiving lever 3, in front of the working lever 4, should the draw-bar
be thrust in, the working lever will be swung in and made to pull upon the
chain 22 over the pulley 21, drawing the lever 23, and the rod 26, and putting on
the brakes.
When the draw-bar is drawn out the brakes will be off. When the receiving
lever 3 is behind the working lever 4, pushing in the draw bar does not affect
the brakes, but pulling out the draw-bar will apply them, a reversal of the working
conditions, one of which is adapted to the requirements of service when the car
is being pulled and the other of which is adapted to the service when the car is
being backed, that is helping to stop an existing movement of the car in either
direction. The reversal of the adjustment of the apparatus is effected at the
proper time, by pushing in the lock-bar 7. This is done by stress applied to the
lower end of the lever 16, which lever receives the stress from the draw-bar
through the spring 18, and the chain 22. The upper end of the pivotted lever 16
is held by a latch 19, and cannot swing unless the latch can be raised. The latch
is held by the catch 20. If the catch 20, is removed from engagement while stress
is applied to the lever 16, the latter can force the latch 19 up so as to free itself,
and is then enabled to act upon the lock bar 7.
The catch 20, may be acted upon by stress derived from either of six different
sources constituting methods of governing the apparatus. These are named;
direction-governors, motion-governors, train-cord-governors, hand governors,
magnetic-governors, and air pressure-governors.
For use with a direction-governor, the latch 19 is pivotted at its outer end as
shown in Figure 10, and the catch 20 is provided with a cam projection 30, upon
its horizontal arm. Against this cam, is worked a roller 31 carried in the upper
end of the arm 32 of a bell-crank-lever. This bell-crank is operated by the rise
and fall of a pitman 35, connected with the arm 33 of the bell-crank. It will be
readily seen that whichever way the pitman moves it compels the swing of the
arm 32 so as to force the roller 31 over the cam 30 thereby depressing it and with-
drawing the catch 20 from the lever 19. The pitman 35 is operated by the rise
or fall of the brake beams.
The definition of direction-governor is; a governor which reverses the adjustment
of a brake apparatus by discriminating as to the direction of the cars movement.
When the engine changes the trains movement from a forward one to a backing
one, or vice versa, there must be a reversal of relations between the receiving and

page_text: working levers, to permit the trains movement to be made, unimpeded by the
brakes. To effect this the governing mechanism must discriminate and act upon
the fact of there being a change in the direction of movement. As the change in
the diretion of the cars movement is coincident with a change in the direction of
wheel rotation, and as the change is begun with the brake applied, the brake shoes
and their beams feel the stress of the wheels in a reversed direction as the change
occurs. This stress lifts or depresses the beams to the extent of the lost motion
permitted by looseness in their fittings and hangers.
In this invention the lost motion of the brake-beams in their hangers is increased
to one or two inches in amount so that the rise and fall of the beams will give
enough motion to the pitman 35, to cause a disengagement of the catch 20. The
beams have to be hung against the centre of the wheels, that is at the elevation of
the axles, so that they can rise and fall with the rotation of the wheels while the
brakes are applied. An acceptable method of gaining the looseness in the hangings,
is to form the eye of each of the hangers 37, 37', figure 9 with a slot 38, 38¹, so
that it can be raised on the bolt or pin carrying it.
To prevent the falling of the beam which has been raised by the wheels, until
the wheels change their direction of rotation, and carry it down, it is necessary
that it be held up by a counter weight, for which purpose the companion beam is
available. To this end the two beams are balanced one against the other, in any
one of several methods. In figure 9, a pivotted lever 39 is placed over the body
bolsters, from the ends of which two hangers or struts 40, 40¹, depend and connect
with the brake-beams, and are adjusted to that length which compels the elevation
of one beam when the other is depressed.
For mechanical reasons one lever 39 and its hangers are set at each end of the
beam,
The pin connecting the pitman 35, figure 10 with the crank arm 33 passes in
one of the pieces 33 or 35 through a slot, as shown at 34 in the detail view
figure 11, the purpose of which is to prevent the swing of the pulley 31 over the
summit of the cam, until the brake-beam movement is quite completed, by means
of which relation the disengagement of the working and receiving levers is not
effected until the brake-beam movement is complete. The pitman acts upon the
crank arm 33 throughout its movement, and finishes as the pulley 31 has passed
the summit of the cam 30, then the cam forces the pulley to swing further until
fully shifted, the slot 34 allowing this to be done.
Another method of balancing the beams more particularly available with outside
brake-beams is shown in figure 12, where the hangers 40, 40', depend from
horizontal arms of bell cranks 42, 42, the vertical arms of which are connected by
a horizontal rod 43.
To insure the retention of the beams in the positions to which changed by the
wheels, it is necessary to give them a degree of stability therein. To this end they
may be hung in slots in the bell crank arms as shown in figure 13, in which case
the hangers of the beam which may be elevated slide toward the pivot of the
crank while those of the depressed beam slide out away from the pivot, which
relation by reason of their difference in leverage against each other holds the beams
stable.
To insure that the beams shall complete their movement after the levers are
disengaged there is the action of gravity and their differing leverages in the slotted
bell-crank-hangers to accomplish this.
Figures 14, 15, 16, and 17, illustrate the application of a motion governor to the
adjustment of the apparatus. 55 is the axle, upon which is an expanding pulley
made up of segments 56, that are by the arms 57, pivotted in and to a collar 58,
firmly attached to the axle. At the opposite end of the arm 57, they enter radial
slots 59, in a disc 60, which disc is also firmly attached to the axle. When the
axle is rapidly rotated the segments 56, fly out thus enlarging the diameter of the
drum or pulley formed by them. In the face of this drum is an annular groove 61,
in which groove rests an arm 62, of a lever pivotted in a bracket 63, attached to

page_text: the truck-timbers. An arm 65 rises from the lever to the vicinity of the adjusting
device 19 and 20. A rod 64 connects the lever 65, with the catch 20, which catch
is counter-weighted so as to be retracted automatically when free. The operation
of the mechanism is as follows: when the rotation of the axle causes the drum 56
to raise the lever 62, it pulls the catch 20 so as to confine the latch 19, and prevent
a disengagement of the levers 3 and 4. When the car is moved in a changed
direction or is started in either direction, the rotation being slow the lever 62 is
down and the latch 19 free to rise, which it does and permits the levers 3 and 4
to take their appropriate relation. After the speed is increased the latch 19 is
locked, and the motion of the draw bar in a reversed direction causes an application
of the brakes.
Figures 1, 5, 18 and 19 illustrate the application of a train-cord-governor for the
adjustment of the apparatus.
The catch 20 by being pulled permits the disengagement of the levers 3 and 4.
A cord 72, extends the length of the train, connecting at each car with this
apparatus. The cord passes over a pulley 70¹ down under the pulley 69 over the
pulley 70 and on to the next car. When this cord is pulled, it draws the pulley 69
upwards as far as permitted, thus drawing up the bar 68 upon which the pulley 69
is carried, and draws with it the line 27 thus pulling the catch 20, and freeing
the latch 19. When the stress upon the cord 72 is relieved, the pulley 69, and its
attachments are made to descend by a spring or counter-weight, and thus allow the
catch 20, to come in operation. A guard 71, 71, permits the laying in of the cord
and prevents its accidental removal. 73 is a pin hole in which by the insertion of
a pin the bar 68 is fastened up and the apparatus thereby held permanently disen-
gaged. Figure 20, shows a hand lever 75, which may be placed at any convenient
place upon the car and may have a motion limited by studs of stops 74, 741. The
line 27 is attached eccentrically to the fulcrum-wheel 76 of the said lever so that
by turning the bandle 75 over and resting it upon the stud 741, the link 27 is
drawn up and will be retained so as to prevent the locking or effective engagement
of the receiving and working levers.
Figures 2 and 21 show the combination of the catch 20 with an electro magnet 77,
by means of which the said catch can be disengaged by sending a magnetio
current through a properly strung wire, connecting the apparatus on all the cars in
the train.
In case the stress from the draw-bar is to be used, not for direct transmission to
and application of the brakes, but rather to actuate the mechanism which is to
operate the brakes as in the use of a friction windlass the arrangement will be as
shown in figures 22, 23, 24, 25, 26, 27. 55 is the axle, 78 a drum mounted on the
axle to take the wear of the friction-windlass. This drum is made in halves which
are bolted over the axle by the flanges 80.
The bearing surfaces are at the end of the drum and are separated by circular
flanges 79, 791, which project from the body of the drum. The windlass is supported
by a hanger 88 within the arms of which are a pair of friction pulleys mounted
upon a shaft 81. The brake-chain 26 is attached eccentrically to one of the friction
wheels, so as to take up the slack with the first revolution of the wheels, after
which the chain winds upon the shaft at a small radius and with increased power.
The stress pulling the friction pulleys into contact with the drum upon the axle, is
transmitted through the forked pull-rod 86. The hanger 83 is supported by braces
84, 84', extending out from the truck timbers so as to swing radially with the truck
and maintain a fixed relation to the axle. The braces 84, 84', are supported by a
bar 85 attached to the floor of the car. It will be seen that there is no fixed
connection between the hanger 83, and braces 84, 84¹, or with the car body to
interfere with the removal of the truck from under the car. The lever 23 is placed
somewhat differently from the previous illustration (figure 5) so that the line of
stress may be better located for this apparatus and so as to increase the stress with
which the draw-bar connection 22 acts upon the windlass. The fulcrum 24 can
carry a relief spring as before. 87, (figures 22, 23) is a connection with the ordinary

page_text: hand brake windlass, and the emergency device shown in figure 44. In the line of the
brake-chain 26, may be set a differential windlass, by means of which the first part
of the motion of the chain effects a take-up of all of the slack in the line of the brake-
chain and levers, and the remainder of its motion produces a maximum effect.
To adapt the devices herein shown to the conditions of a single acting brake;
that is one in which they are operated only by the compression of the draw-bar or
buffer, the devices shown in figures 28, 29, 30 and 31 may be used. The pitman 2
is preferably slotted as shown in figures 28 and 29, so as to embrace the lever 3
within it. The pitman thrusts firmly against the lever when the draw bar is
compressed. When it is extended the pitman can act against it only through the
resistance of the spring 88, which should be insufficient to actuate the brake-
mechanism, but enough to bring the receiving lever 3 past the working lever 4,
when the adjusting mechanism permits it.
In the illustration shown in figure 30, the fulcrum of the lever 3, is firm against
an inward thrust of the draw-bar but yielding by the spring 89, when drawn out,
and should be adapted to fulfil the conditions named in the preceding case.
In the illustration shown in figure 31, the draw bar 1, has a pin or lug 91,
projecting so as to engage with the lever 3, when thrust inward. When the draw-
bar is drawn out the spring imparts the forward movement to the lever 3, which
is derived from the draw-bar in the double acting arrangement bereinbefore
described. When the car is to be backed the lever 4 is disengaged by any of
the reversal or governing methods hereinbefore described so as to allow the lever 3
to pass it.
These illustrations show the application in connection with a draw bar but are
equally applicable to a connection with a buffer, and are specially adapted
therefor, securing the advantage as shown in the double acting brake of a reversible
adjustment.
Figure 32 shows a device for use in connection with the mechanism for using a
train-cord governor. The handle 94 operates the lever 92 which by the depression
of the handle engages in the notch 93, in the bar 68, and raising the bar
disengages the levers 3 and 4, by means of the cord 27 and trip 20, shown in
figures 1 and 2. By placing a pin in the hole 95, the apparatus is held permanently
disengaged.
Figures 33 to 37 inclusive, illustrate a positive connection between the brake-
beams and the adjusting-bar, in a direction governor. The connecting rod 35 from
the brake-beams is attached to a bell-crank 32' which has a T-shaped head, in
which is a link 130, for permitting the reversal of the connection so that the
mechanism may be set for either train relation. This link receives a block 131,
that is the means for connecting the T crank with the rod 137, which rod actuates
the lever 138 that controls the adjusting-bar 6. The connecting rod 137 has a
relief spring 139 in its line to permit the adjusting-bar to correct its adjustment,
when misplaced. By having this link straight and passing or bridging over the
pivot of the crank it becomes practicable to set the adjustment upon the centre and
render the action of the shifting beams nugatory so far as the adjusting bar is
concerned. That is when the link block 131 is at the centre, the moving of the
crank does not stir the adjusting-bar 6 and leaves the operating lever out of
engagement with the motor lever. The handle 132 upon the shaft 133 may be
turned in one direction for one train relation and in the opposite direction for the
other. At the bottom of the shaft 133, is a crank 134, having a connecting rod 135,
which moves the bell erank 136, in the end of one arm of which is a ring or loop
through which the connecting rod 137 passes. By this arrangement an operator
upon the top of the car can set the block 131, at either end of the link 130 and
determine thereby whether any particular movement of the brake-beams is to
raise or lower the operating lever as the position of the car in the train may
demand.
The levers are modified as follows:-
The motor lever 3* has lugs 3b upon both sides and its end is embraced by a

page_text: hook 4 upon the operating lever 4. There are two lugs 4° upon the opposite faces
of the operating lever 4 and its hook 4b, both contiguous to the motor lever.
Each of the four lugs is made with one steep and one sloped face. The space
between the operating lever lugs is large enough to permit the levers to swing
disengaged when at the centre of the adjusting movement. The purpose of the
sloped face to the lugs is to meet the conditions which may arise should an operative
reverse the train adjustment when the motor lever is under stress from the draw-
bar, which will create a necessity for letting the motor lever be swung to its centre
without effecting an application of the brakes.
A spring relief joint in the rod 137, provides for the escape of the motor lever
past the operating lever, should the link motion be reversed when the levers are
unsuitably placed.
Figures 38 and 39 show an arrangement of levers for fulcruming the stress of
the brake application against the weight of the car. The fulcrum rod 24 of the
lever 23 is connected to a chain running over the pulley 96, and connected to
levers 97, 97, which are pivotted against the truck-bolster and rest by their shorter
arms upon springs 105, carrying the truck-bolster. These levers rise and fall with
the bolster, and are arranged to give the proper leverage so that they will yield
against a pull of the chain 22 in excess of what is required, in the application of
the brakes. They thus secure an automatic proportioning of the stress upon the
brakes to the weight of the car load.
It
Figures 40, 41, 42, and 43 shew an emergency brake apparatus for use in
connection with a momentum brake. The case 98 is firmly bolted to the car.
receives within it a coupling which is automatically severable when pulled out of
the case.
The clutch 99 is attached to any proper part of the brake apparatus, the
lever 28 for example by means of a chain 102 and the connecting chain 102 is of
such length that when the clutch 99 is drawn through the case 98, the brakes are
firmly applied. When so drawn out the spring 103 attached to the clutch 99,
expands and forces the notch 104 over the edge of the case 98 and at the same
time the expansion of the spring frees the coupling hook 100, and it is taken away
by the chain 101, which is attached to the preceding car. The ring at the end of
the chain 101 may be dropped over a coupling pin or other device attached to the
connected car for this purpose. When the train is accidentally broken in two, the
emergency brake applies the brakes to the leading detached car and the resistance
so afforded causes the application of the momentum brakes upon the following
cars.
Figures 44 to 50 inclusive illustrate an automatic take-up for brake and other
apparatus wherein it is desired to limit the slacking movement of a line for
tension stresses by automatically shortening said line, as the brake shoes wear thin.
111 represents the receiving pulley on which the primary brake chain 26 is
coiled, and 112 the working pulley which communicates the stress to the brake
system through the chain 261.
The take-up pullies 111, 112 are mounted on a shaft 125 in a frame 114. On
the face of the working pulley 112 opposite the receiving pulley, is a pin or
stud 122, projecting into or through a slot 119 in a dise 118, face views of which,
under two modifications are shown in figures 47 and 50. Clutch-teeth 117 com-
municate rotation from the receiving pulley 111 to the working pulley 112.
disc 113 is provided with ratchet teeth 118 with which a pawl 120 engages to
prevent the disc rotating backward.
The
The length of the slot 119 measures the amount of slack allowed the brake-
shoes, when off. 128 is a pin in the receiving pulley against which a spring 124
acts to compel the backward rotation of the pulley.
The shaft may be made so as to rotate and can then be used for the attachment
of the spring 124. The pawl 120 is shown as reset by gravity, but it is contem-
plated to use a spring for this purpose, as will be necessary with some positions of
the mechanism. The teeth 118 may be on the face of the disc as shown in

page_text: figures 44, 45 and 47, or on its periphery as in figures 48 and 50, the pawl being
adapted to work therewith as required.
The pulleys may differ in diameter and be differential pulleys, and the receiving
pulley may be mutilated to increase the differences between the two, as illustrated
in figures 48 and 49.
In place of the slot 119, in the disc the rim of the disc may be cut away, or
there may be lugs upon the disc for engaging with a pin upon the working pulley,
or again the pin may be upon the disc and the spacing lugs upon the pulley.
Figures 51 and 52 and 53, show the construction of the modification of the
apparatus, under which a sliding chain-carriage is substituted for the working
lever.
Figure 51 is a bottom view.
Figure 52 is a side elevation.
Figure 53 is a transverse section on the line 53, figures 51 and 52.
S are the hangers which support the adjusting-bar 6, as already described and in
this case also the fixed curved guide-bar 6 on which the chain carrier 4* travels.
The looped chain 22 is connected to the carrier 4° and this carrier has a lug 6ª, with
which the lug 31, on the motor lever 3, comes in contact.
The adjusting slotted bar 6, locking-bar 7, lever 16, spring 17 and chain 22
operate as before described, with this difference, that the vertical adjustment to
determine the engagement or non-engagement of the lugs 3' and 41 is preferably
applied to the motor-lever 3, rather than to the chain carrier when this takes the
form of a slide 4ª instead of a lever 4. The motor lever 3 is accordingly carried
by the slotted bar 6, which varies and determines the plane of oscillation of said
lever, to cause or prevent the engagement of the lugs as required while the chain-
carrier 4* is held to an invariable horizontal plane of movement by the fixed guide
bar 6*.
In the present illustration the motor-lever 3 is shown beneath the sliding chain-
carrier 4*, but this may be reversed.
Having thus described the nature of the said Invention and the mode in which
the same may be carried into effect I would have it understood that what I
claim is :-
1 The automatic brake apparatus, substantially as hereinbefore described.
2nd In a brake either actuated or operated by stress from the draw bar or
buffers, the combination of the receiving and working levers 3, 4, swinging in
parallel planes, substantially as described.
3rd The combination of the adjusting bar lying in the line of a chord of the arc,
described by the working lever with the working lever, substantially as described.
4th The adjusting bar 6, supported by pins passing through inclined slots in
the said bar whereby it is made to rise or fall whenever it is moved longitudinally.
5th The combination of a receiving lever, with the draw bar or buffer, and
a spring arranged so that while the compression of the draw bar or buffer is
accompanied with a firmn engagement, with the lever its pulling out has no
effect upon it other than to correct its adjustment.
6th The combination of the lock-bar 7, with the adjusting-bar 0, substantially as
and for the purpose set forth.
7th The combination with the receiving lever 3 of the working lever 4, adjusting-
bar 6, and hangers 8, substantially as set forth.
8th The combination with the receiving lever 3 of the working lever 4, and a
connection with the brake apparatus attached to the working lever at a point in
its length approximately close to where it receives the stress from the receiving
lever.
9th The combination of the adjusting-bar 6, with the pivotted lever 16,
substantially as and for the purpose set forth.
10th The combination of the lever 16 and latch 19, for governing or determining
the action of a momentum brake apparatus substantially as herein set forth.

page_text: 11th The combination with the lever 16, of the latch 19 and catch 20,
substantially as set forth.
12th The combination of the emergency pull chain coupling with a momentum
brake apparatus for causing an automatic application of the brakes to a car
detached from a train while under motion, substantially as explained.
13th A take-up for railroad brakes in which the two ends of the severed line of
chain are attached respectively to the two parts of a rotating clutch, so related
that when the stress is being transmitted to the brakes the parts of the clutch
rotate together, and when the stress is discontinued the same parts of the clutch
rotate backward together, until the working part is stopped, after which the
receiving part may continue to rotate until it draws the line taut by which it is
pulled into action.
14th In a rotating take-up, a stop disc having a ratchet for engaging with a
pawl and a slot, recess or projections for engaging with the working pulley of the
clutch for determining the amount of slack which is allowed when the shoes
are off.
15th The combination of the clutch and stop disc with clutch pulleys uniting
two parts of a chain for the purpose of taking up the slack therein, substantially as
set forth.
16th The combination of the clutch 111, 112 and disc 113, with the shaft 125,
substantially as and for the purposes set forth.
17th The combination of the clutch 111, 112, disc 113, shaft 125, and frame 124,
substantially as and for the purpose set forth.
18th The combination of the receiving and working levers having two sets of
lugs for effecting the alternate engagements of said levers by the compression and
expansion of the draw-bar or buffer respectively.
19th A device for reversing the connection between the balanced brake beams
and the adjusting bar consisting of a reversing link operated by the brake beams
through the medium of a pitman and crank and a connecting rod adjustable in
said link substantially as set forth.
20th The combination with the reversing link and a connecting rod adjustable in
relation thereto, of a bell crank for effecting the adjustment of the said rod.
21 In combination with a reversible connection between the brake-beam and
the adjusting bar of the engaging levers, a rotating shaft bearing at one end a
crank for effecting the reversing adjustment and at the other end a lever for
operating it.
In witness whereof I the said Benjamin Joseph Barnard Mills have hereunto
set my hand and seal this Thirtieth day of October in the year of our Lord One
thousand eight hundred and eighty three.
. B. MILLS
B. J.