IMPROVEMENTS IN RAILWAY AND OTHER BREAKS, 33
Year: 1881

page_text: LETTERS PATENT to Henry Hinxman Duke, of Westbury, in the County of
Wilts, for an Invention of "IMPROVEMENTS IN RAILWAY AND OTHER BREAKS,
33
PROVISIONAL SPECIFICATION left by the said Henry Hinxman Duke at
the Office of the Commissioners of Patents on the 11th May 1881.
HENRY HINXMAN DUKE, of Westbury, in the County of Wilts. "IMPROVEMENTS
IN RAILWAY AND OTHER BREAKS, AND SAFETY APPLIANCES IN CONNECTION WITH
THE SAME."
The first part of this Invention relates more especially to improvements in breaks
actuated by compression of the buffers consequent on the retardation of the tractive
power. Hitherto many difficulties have arisen in endeavouring to apply the
momentum of a moving vehicle for its own stoppage, principally from a desire for.
making the breaking arrangements too rigid. Moreover, in such appliances as have.
been hitherto applied, no provision has been made to prevent vehicles from leaving
a "siding" or from returning down an incline, and when, from their disjointed
condition, or from the tractive power not being available, the necessary opposing
force could not be brought into action. This difficulty I overcome by the appliances
set forth in the second part of this Invention.
In carrying into effect the first part of my Invention I proceed as follows:-The
buffer spring, which is constructed in the ordinary manner, of either steel or india
rubber, or the two combined, is placed within a cylindrical metal case, preferably
of steel, and closed at the lower end with a sufficiently strong plate or piston, to
which is connected an arm, which for the sake of clearness I call the "break arm."
The upper end of the cylindrical casing is also closed with a plate, through a hole
in which the buffer rod is free to slide and to act upon the contained spring. This
case, together with the contained spring, is free to move within another case of
slightly larger diameter, and which is firmly attached to the framework of the
vehicle, and through the side of which the break arm projects and is free to slide
in a slot provided for the purpose. Behind the first mentioned casing is placed a

page_text: spring (which for clearness I call the break spring), and which is somewhat weaker
than the buffer spring. The break arm is connected either directly or by means
of a compensating lever with the break block, the compensating lever having
however the advantage of permitting the power of the buffers to be varied in any
ratio found desirable. The break block, preferably of cast iron or steel, I construct
in two parts, held together by means of loose bolts, and having a stout sheet or
washer of india rubber between them. In some cases I use for this purpose a
series of metal plates and washers of india rubber.
In applying my Invention to vehicles drawn by horses, the buffers are replaced
by a bar running from one end to the other, and connected directly or indirectly to
the shafts, pole, or other traction appliance, and guided so as to permit only of
equal forward or backward movement at each end, and thus avoid the break being
brought into action on one side only when turning curves or corners.
In order to admit of shunting operations being carried on, I attach a locking
arrangement, by means of which the breaks are prevented from acting whilst the
buffers continue to act in the ordinary manner. This locking gear consists of
hinged flaps or bolts provided with projections which fit into the slots of the outer
cylinders of the buffer break, and thus prevent the movement of the break arms.
These flaps or bolts are connected together in pairs at each end of the vehicle by
rods attached to them and to each end of a lever pivotted in the centre, and which
can be moved from either side by means of a worm, screw, or other suitable
arrangement, and thus enable both the breaks at one end of the vehicle to be locked
or released together.
The second part of my Invention consists of a wheel or disc attached to the
axles of the wheels and revolving with them. The circumference of this wheel or
disc is formed into teeth or cogs. Attached to the framework of the vehicle is a
bar or bracket, having hinged to it, and directly over the wheel or disc, two pieces
of metal (one on each side), and which by virtue of the form of the hinge cannot
fall beyond a horizontal position. To the end of each of these pieces are in a
similar manner binged small flaps of steel, sometimes covered with wood or leather,
and which cannot move downwards beyond a vertical or nearly vertical position.
Each of these pieces and flaps can be raised by means of wire cords or chains
working round a pulley attached to a lever handle outside the framework of the
vehicle. When one or the other of these lever handles is turned, the flap in
connection with it is raised, and ceases to engage the teeth or cogs of the disc or
wheel, which is then free to turn in one direction only. If both handles are turned
and both flaps raised, the wheel or disc is free to revolve in either direction, whilst
if both are lowered the wheel is locked. In some cases I prefer an "anchor pawl,"
which can be held free or thrown over to one side or the other, as required, by
means of a hand lever. I also sometimes prefer to make the wheel or disc with a
smooth rim, having one or more V shaped grooves in it running circumferentially.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Henry Hinxman Duke in the Great Seal Patent Office on the
11th November 1881.
HENRY HINXMAN DUKE, of Westbury, in the County of Wilts.
"IMPROVEMENTS
IN RAILWAY AND OTHER BREAKS, AND SAFETY APPLIANCES IN. CONNECTION WITH
THE SAME."
The first part of this Invention relates more especially to improvements in breaks
actuated by compression of the buffers consequent on the retardation of the
tractive power. Hitherto many difficulties have arisen in endeavouring to apply
the momentum of a moving vehicle for its own stoppage, principally from a desire
for making the breaking arrangements too rigid. Moreover, in such appliances as
have been hitherto applied, no provision has been made to prevent vehicles from
leaving a siding or from returning down an incline, and when, from their disjointed
condition or from the tractive power not being available, the necessary opposing
force could not be brought into action. This difficulty I overcome by the appliances
set forth in the second part of this Invention.
But to make my Invention better understood, I will now proceed to describe the
same by reference to the accompanying Drawing, in which Figure 1 is a sectional
plan, and Figure 2 an elevation, shewing my improvements in breaks as applied to
a railway carriage; Figure 3 is a view shewing my improvements as applied to a
vehicle to be drawn by horses; Figures 4 and 5, detached details.
In carrying into effect the first part of my Invention, as shewn in Figures 1
and 2, I proceed as follows:-
The buffer spring A, which is constructed in the ordinary manner, of either steel
or india rubber, or the two combined, is placed within a cylindrical casing B,
preferably of steel, and closed at the lower end with a strong plate or piston C, to
which is connected an arm D, called the "break arm." The upper end of the
casing is closed with a plate, through a hole in which the buffer rod is free to slide
and to act upon the contained spring. This case with the spring is free to move
within another case E of slightly larger diameter, which is firmly attached to the
framework of the vehicle, and through the side of which the break arm projects
and is free to move in a slot F provided for the purpose. Behind the first
mentioned casing is placed a spring G, which I call the break spring," and which
is somewhat weaker than the buffer spring. The break arm D is connected, either
directly or by means of a compensating lever H, with the break block J, the com-
pensating lever having the advantage of permitting the power of the buffers to be
varied in any ratio found desirable. The break block J I make preferably of cast
iron or steel in two parts, held together by loose bolts, and having a stout sheet of
india rubber between them. In some cases I use a series of washers of india rubber
and plates of metal for this purpose.
[
In applying my Invention to vehicles drawn by horses, as shewn in Figure 3,
A being a bar running from side to side and carrying the breaks B, and connected
to the shafts by the medium of the double spring casing C, the front carriage is
arranged to slide backwards and forwards to a slight extent, and thus avoid the
break being brought into action on one side only when turning curves or corners.
In some cases I connect the cross bar A directly to the shafts.
In order to admit of shunting operations being carried on, I attach a locking
arrangement, by means of which the breaks are prevented from acting whilst the
buffers continue to act in the ordinary manner. This locking gear is shown
dotted at K in Figure 2, and separately in Figure 4, and consists of hinged flaps or
bolts provided with projections which fit into the slots of the outer cylinders

page_text: (F, Figure 2) of the buffer break, and thus prevent the movement of the break
arms. These flaps or bolts are connected together in pairs at each end of the
vehicle by rods attached to them and to each end of a lever pivotted in the centre,
and which can be moved from either side by means of a worm, screw, or other
suitable arrangements, and thus enable both breaks at one end of the vehicle to be
locked or released together.
The second part of my Invention is shown in Figures 2 and 5, and consists of a
wheel or disc L, the circumference of which is formed into teeth or cogs, or
V shaped grooves. Attached to the framework of the vehicle is a bar or bracket M,
having hinged to it, and directly over the wheel or disc, two pieces of metal N (one
on each side), and which, by virtue of the form of the hinge, cannot fall beyond a
horizontal position. To the end of each of these pieces are in a similar manner
hinged small flaps of steel, sometimes covered with wood or leather, and which
cannot move downwards beyond a vertical or nearly vertical position. Each of
these pieces and flaps can be raised by means of wire cords or chains working round
a pulley attached to lever handles outside the framework of the vehicle. When
one or the other of these lever handles is turned, the flap in connection with it is
raised, and ceases to engage the teeth or cogs of the disc or wheel, which is then
free to turn in one direction only. If both handles are turned and both flaps raised,
the wheel or disc is free to revolve in either direction, whilst if both are lowered
the wheel is locked. In some cases I prefer to cause these pawls or flaps to engage
the wheel automatically by carrying a chain from vehicle to vehicle, as shown at O
in Figure 2, and thus the vehicle is stopped in event of the coupling breaking or at
the will of the guard. In some cases 1 prefer to apply this arrangement directly to
the break by means of a lever, shown at P in Figure 2.
I sometimes prefer an anchor pawl Q, which can be held free or thrown over to
one side or the other as required (as shown in Figure 5) by means of a hand lever,
or automatically by a chain.
Having thus described the nature of my said Invention, and the best means with
which I am acquainted for carrying the same into effect, I wish it to be understood
that what I claim is,-
The improvements in railway and other breaks, and safety appliances in con-
nection with the same, substantially as hereinbefore described and represented in
the accompanying Drawing, or any mere modification thereof.
In witness whereof, I, the said Henry Hinxman Duke, have hereto set my
hand and seal, this Tenth day of November, in the year of our Lord One
thousand eight hundred and eighty one.