IMPROVEMENTS BRAKES AND BRAKE WHEELS FOR RAILWAY AND OTHER CARRIAGES
Year: 1876

page_text: LETTERS PATENT to Alexander Melville Clark, of 53, Chancery Lane, in the
IN
A
County of Middlesex, Patent Agent, for the Invention of "IMPROVEMENTS
BRAKES AND BRAKE WHEELS FOR RAILWAY AND OTHER CARRIAGES."
communication from abroad by Rodolfo Jacobi, of Puebla, in the Republic of
Mexico.
Sealed the 12th January 1877, and dated the 28th November 1876.
PROVISIONAL SPECIFICATION left by the said Alexander Melville Clark at
the Office of the Commissioners of Patents on the 28th November 1876.
ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of Middlesex,
Patent Agent. "IMPROVEMENTS IN BRAKES AND BRAKE WHEELS FOR RAILWAY
AND OTHER CARRIAGES."
The object of this Invention is to provide an improved safety brake for railroad,
street cars, and vehicles of all kinds, so that the car, train, or vehicle may be rapidly
stopped in effective manner either by a slackening of speed of the locomotive or by
a hand lever mechanism from each car, so that the whole train as well as each car
can speedily be brought within full control of the engine driver or guard, and
thereby the dangerous consequences of accidents arising from any cause to any part
of the train may be in a great measure avoided, and a greater degree of safety for
the passengers produced.
The Invention consists essentially of the arrangement on the axles of the truck
wheels of the car of a series of springs that are placed smmetrically to a central
spring acted stop disc and connected thereto, so as to be thrown when engaged in
either direction by hook arms of sliding longitudinal rods successively into action,
producing by the accumulated power of the springs of each car and by the connec-
tion of the actuating rods the stopping of the entire train. The brake action of the
springs is interrupted and the hook arms withdrawn by suitable springs which are
arranged in connection with the actuating rods and thrown into action on releasing
the lever or other pressure on the rods.
The Invention also consists of an improved safety brake wheel that is applicable
to cars and other vehicles, and which assists to retard and finally interrupt the
[Price 6d.1

page_text: motion of the axle or shaft quickly without interrupting the motion of the wheel
tire.
the same.
According to this Invention the safety brake arrangement which is applied to the
wheel axles consists of a central loosely turning stop disc and a series of symmetri-
cally arranged spring casings that are placed on the axle at both sides of the stop
disc between the same and the wheels. The stop disc is made of two plates that are
laterally connected near the circumference by two or more stop pins of triangular,
round, or other shape. The stop disc is enclosed by outer plates which turn by
centre sleeves on the axles, the plates of the stop disc turning on the sleeves of
The enclosing plates are laterally connected by pins which pass
through segmental slots of the stop plates. A suitable band spring extends
around the sleeves of the enclosing disc and is seated by transverse end pins
in segmental slots of the stop plate and of the enclosing plates, giving thereby
the stop disc an axial play equal to the length of said slots. The spring casings
which are open at one side and fitted by a central sleeve on the axle are pro-
vided with one or more slots arranged concentrically and symmetrically to the
sleeve. The end pins of band or other springs are seated in these slots in analogous
manner to the spring of the stop disc. The end pins are wider than the casing, so
as to extend slightly at the open side and enter there by the corresponding slots of
the adjoining casing or of the enclosing plates of the disc, the end pins of one casing
entering however the diametrically opposite slots of the adjoining casing. The
entire series of spring casings is in this manner connected by the end pins of the
springs at alternately opposite sides, so that the springs may be called consecutively
into action from the centre stop disc to the wheels.
The springs employed may be common band springs or constructed of spring rods
applied to the end springs, in which case the joint reliable action of the spring rods
is secured by a curved guide rod extending from one end pin and passing through a
central guide perforation of the other end pin. The outermost spring casings may
be cast in one piece with the wheels of the vehicle or attached in any other manner
thereto, or preferably connected by pins in the same manner as the casing, so that
the accumulated power of the springs may be finally exerted on the wheels.
Wheels of any approved construction may be used, but it is preferred to employ
in connection with the brake a frictional safety wheel which is composed of exterior
web plates keyed rigidly to the axle, and of an intermediate tire section that slides
loosely on a sleeve of the web plate and is guided by the outer web plates. The
tire section is guided by annular side flanges in corresponding grooves of the web
sections. The inner web plate is secured stationary to the axle, while the outer
detachable section is seated on the square extension of a sleeve of the inner web
section, and secured thereon by a spring plate and screw nut turning on the threaded
part of the axle or applied by other suitable means, so that a greater or less friction
between the tire and web sections is obtained.
When this construction is used for car wheels the outer web section is equal in
diameter with the tire, while the stationary web section is equal in diameter to the
tire and rail bearing flange so as to strengthen the latter. The tire section is firmly
retained between the wet sections and supported by the same, even in case it is
damaged or broken, the car being enabled to run without breaking down, as the
weight is taken up and bourne by the web sections.
T'he
The action of the brake mechanism is finally transmitted on the stationary web
section, and thereby the friction between the web and the tire sections called into
action, which assists in the retarding and stopping of the motion of the car.
axle arrives thereby at a point of rest while the tire section may continue to slide
between the web sections and take up thereby the friction with the rail. It serves
in this manner by the friction as a brake wheel, and by preventing the breaking
down of the cars as a safety wheel.
This construction may also be applied to common vehicle wheels, the friction
being then produced between the hub and the web plates of the axle, forming in

page_text: connection with suitable lever mechanism operated from the driver's seat, a brake
device of simple construction and superior merits. In similar manner fly wheels of
engines, lathes, and such like may be constructed to avoid accidents, as the engine
may be quickly stopped while tire and belt continue to revolve without damage to the
different parts.
The joint power of the springs and wheels is called into action by hook arms
which are secured symmetrically at both sides of the axles to actuating rods that
are guided in suitable manner in longitudinal direction on the supporting frame of
the car.
The actuating rods may be operated either by the slackening of speed of the
locomotive, in which case the rods extend in one piece below the cars and are
pushed back by the concussions of the same, so that the hook arms are thrown
backwardly to engage the stop discs, or the train may be stopped from the last car
in forward direction by throwing the hook arms into the stop discs by a suitable
lever connection with the actuating rods. The action of the springs on the axles
retards the motion of the car and throws, by the coupling of the actuating rods of
the cars, the hook arms of each car successively into the stop discs so as to bring all
the brakes into play. By applying the brakes of any intermediate car of the train
the brakes of the cars back of the same are actuated by the momentum and concus-
sion of the same while the brakes of the front cars are applied by the strain trans-
mitted from one actuating rod to the other.
When the hook arm at either side of the brake engages one of the pins of the
stop disc the spring of the same is first thrown into action, then by the enclosing
plates successively the springs in the casings and finally the friction wheels, so that
the motion of the car is retarded in quick and powerful manner but without sudden
shocks by the compound action of the springs, and thereby the train finally stopped.
The actuating rods are carried back into normal position where the hook arms clear
the stop discs either by the forward motion of the train or in case the braks are
applied from the rear part of the train on the stopping of the train by suitable
band or other springs which act by friction rollers on raised inclines of the rods.
It is preferable to apply the brakes from the last car of the train, which is placed
by suitable signalling devices into communication with the locomotive, as thereby
not only a more perfect control of the train is obtained, and especially any accidental
uncoupling of one or more of the cars on ascending gradients of the road prevented,
but also a perfectly reliable and instantly applied means furnished of bringing such
cars to a stop before any accidents may occur. The actuating rods in these cases
are made in two sections.
Whenever a cheaper construction of the brake mechanism is desired for street
freight or other cars rubber rings may be employed as a substitute for the springs
and casings, which rings are placed alternately with the wooden or cast inetal
sections on the axle and tightly screwed together thereon.
A number of frictional plates at both sides of the stop disc take up the pressure of
the rubber rings and impart a powerful brake action as soon as the hook arms
engage the spring-acted stop dises. In these cases the frictional safety wheels may
be also dispensed with, and thereby a reliable yet cheap and gradually acting brake
mechanism obtained.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by the
said Alexander Melville Clark in the Great Seal Patent Office on the 5th
March 1877.
ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of Middlesex,
Patent Agent.
"IMPROVEMENTS IN BRAKES AND BRAKE WHEELS FOR RAILWAY

page_text: AND OTHER CARRIAGES." A communication from abroad by Rodolfo Jacobi, of
Puebla, in the Republic of Mexico.
The object of this Invention is to provide an improved safety brake for railroad
carriages, street cars, and vehicles of all kinds, so that the carriage, train, or vehicle
may be rapidly stopped in effective manner, either by slackening of speed of the
locomotive or by hand lever mechanism from each carriage, so that the whole train
as well as each carriage can be speedily brought within full control of the engine
driver or guard, and thereby the dangerous consequences of accidents arising from
any cause to any part of the train may be in a great measure avoided, and a greater
degree of safety for the passengers produced.
The Invention consists, essentially, of the arrangement on the axles of the truck
wheels of the railway carriage of a series of springs that are placed symmetrically
to a central spring stop disc and connected thereto, so as to be thrown, when
engaged in either direction by hook arms of sliding longitudinal rods, successively
into action, producing by the accumulated power of the springs of each carriage, and
by the connection of the actuating rods, the stopping of the entire train. The break
action of the springs is interrupted and the hook arms withdrawn by suitable
springs which are arranged in connection with the actuating rods and thrown into
action on releasing the lever or other pressure on the rods.
The Invention also consists of an improved safety break wheel that is applicable
to railway carriages and other vehicles, and which assists to retard and finally
interrupt the notion of the axle or shaft quickly without interrupting the motion
of the wheel tire.
In the accompanying Drawing that illustrates the Invention,-
Figure 1 represents a plan view of a railway carriage truck with the improved
break attached. Figures 2 and 3 are respectively vertical, longitudinal, and
transverse sections of the same.
Figures 4 and 5 are detail side and end views of the springs employed in the
break.
Figure 6 is a vertical central section of the stop disc of the break.
Figures 7 and 8 are detail side views, respectively, of the plates enclosing the stop
disc, and of the stop disc.
Figure 9, an end view of the spring casing, and Figures 10 and 11, detail side
views of the web section and outer movable section of the safety break wheel.
Similar letters of reference indicate the same parts in all the Figures.
Referring to the Drawing, A, A, represents the wheel axles to which the improved
safety break arrangement is applied. It consists of a central loosely turning stop
disc B and a series of symmetrically arranged spring casings C that are placed on
the axle at both sides of the stop disc, between the same and the wheels D. The
stop disc B is made of two plates a that are laterally connected near the circum-
ference by two or more stop pins a¹ of triangular, round, or other shape. The stop
disc B is enclosed by outer plates b which turn by centre sleeves on the axles, the
plates of the stop disc turning on the sleeves of the same. The enclosing plates b
are laterally connected by pins 6 which pass through seginental slots b² of the stop
plates a, as shown clearly in Figure 7. A suitable band spring & extends around
the sleeves of the enclosing discs, and is seated by transverse end pins d¹ in
segmental slots d² of the stop plate a and of the enclosing plates b, giving thereby
the stop disc an axial play equal to the length of the slots d. The spring casings C
are open at one side and fitted by a central sleeve on the axle A. They are
provided with one or more slots e¹, arranged concentrically and symmetrically to
the sleeve e, as shown in Figure 9. The end pins f of band or other springs fare
seated in these slots e¹ in analogous manner to the spring of the stop disc. The end
pins fare wider than the casing, so as to extend slightly at the open side and enter
thereby the corresponding slots of the adjoining casing Cor of the enclosing plates b;
the end pins of one casing entering however the diametrically opposite slots of the
adjoining casing as shown in Figure 3. The entire series of spring casings is in this

page_text: manner conected by the end pins of the springs at alternately opposite sides, so that
the springs may be called consecutively into action from the centre stop disc to the
wheels.
The springs employed may be common band springs or constructed of spring rods
applied to the end springs as shown in Figures 4 and 5, in which case the joint
reliable action of the spring rods is secured by a curved guide rod f extending from
one end pin f¹ and passing through a central guide perforation of the other end pin.
The outermost spring casings may be cast in one piece with the wheels D, or attached
in any other manner thereto, or preferably connected by pins in the same manner
as the casing, so that the accumulated power of the springs may be finally exerted
on the wheels.
Wheels of any approved construction may be used, but it is preferred to employ
in connection with the break the frictional safety wheel D¹, shown in Figures 3, 10,
and 11, which is composed of exterior web plates D1, D2, keyed rigidly to the axle,
and of an intermediate tire section D³ that slides loosely on a sleeve of the web
plate D, and is guided by the outer web plates. The tire section D³ is guided by
annular side flanges h in corresponding grooves ¹ of the web sections. The inner
web plate D¹ is secured stationary to the axle C, while the outer detachable section
D is seated on the square extension g¹ of sleeve g of web section D1 and secured
thereon by a spring plate i and screw nut ¹ turning on the threaded part of the.
axle, or applied by other suitable means, so that a greater or less friction between
the tire and the web sections is obtained.
When this construction is used for railway wheels, the outer web section is equal
in diameter with the tire, while the stationary web section is equal in diameter to the
tire and rail bearing flange, so as to strengthen the latter. The tire section is firmly
retained between the web sections and supported by the same; even in case it is
damaged or broken the carriage being enabled to run without breaking down, as the
weight is taken up and borne by the web sections.
The action of the brake mechanism is finally transmitted on the stationary web
sections, and thereby the friction between the web and tire sections called into
action, which assists in the retarding and stopping of the motion of the carriage.
The axle arrives thereby at a point of rest, while the tire section may continue to
slide between the web sections and take up thereby the friction with the rail. It
serves in this manner, by the friction, as a break wheel, and by preventing the
breaking down of the carriages, as a safety wheel.
This construction may also be applied to common vehicle wheels, the friction
being then produced between the hub and the web plates of the axle, forming in.
connection with suitable lever mechanism operated from the driver's seat, a break
device of simple construction and superior merits. In similar manner, fly wheels of
engines, lathes, &c., may be constructed to avoid accidents, as the engine may be
quickly stopped while tire and belt continue to revolve without damage to the
different parts.
The joint power of the springs and wheels is called into action by hook arms E,
which are secured symmetrically at both sides of the axles to actuating rods F. that
are guided in suitable manner in longitudinal direction on the supporting frame of
the carriage.
The actuating rods F may be operated either by the slackening of speed of the
locomotive, in which case the rods extend in one piece below the carriages, and are
pushed back by the concussions of the same, so that the hook arms are thrown
backwardly to engage the stop discs, or the train may be stopped from the last
carriage in forward direction by throwing the hook arms into the stop discs by a
suitable lever connection F with the actuating rods F.
The action of the springs
on the axles retards the motion of the carriage, and throws by the coupling of the
actuating rods of the carriages the hook arms of each carriage successively into the
stop discs, so as to bring all the breaks into play. By applying the breaks of any
intermediate carriage of the train the breaks of the carriages back of the same are

page_text: actuated by the momentum and concussion of the same, while the breaks of the
front carriages are applied by the strain transmitted from one actuating rod to the
other.
When the hook arms at either side of the break engages one of the pins of the
stop disc the spring of the same is first thrown into action, then by the enclosing
plates successively, the springs in the casings, and finally the friction wheels, so
that the motion of the carriage is retarded in a quick and powerful manner,
but without sudden shocks by the compound action of the springs, and thereby the
train finally stopped. The actuating rods F are carried back into their normal
position when the hook armis clear the stop discs, either by the forward motion of
the train, or in case the breaks are applied from the rear part of the train on the
stopping of the train by suitable band or other springs G, which act by friction
rollers on raised inclines of the rods, as shown in Figure 2.
It is preferable to apply the breaks from the last carriage of the train, which is
placed by suitable signalling devices into communication with the locomotive, as
thereby not only a more perfect control of the train is obtained, and especially any
accidental uncoupling of one or more of the carriages on ascending gradients of the
road prevented, but also a perfectly reliable and instantly applied means furnished
of bringing such carriages to a stop before any accidents may occur.
The actuating
rods in these cases are made in two sections, as shown in Figure 2.
Whenever a cheaper construction of the break mechanism is desired for street
freight or other carriages rubber rings may be employed as a substitute for the
springs and casings, which rings are placed alternately with wooden or cast metal
sections on the axle, and tightly screwed together thereon, as shown in Figure 1.
A number of frictional plates at both sides of the stop disc take up the pressure of
the rubber rings, and impart a powerful break action as soon as the hook arms
engage the spring acted stop discs. In these cases the frictional safety wheels may
also be dispensed with, and thereby a reliable yet cheap and gradually acting break
mechanism obtained.
Having described the nature of the said Invention, and the manner of performing
the same, I declare that what I claim as the Invention to be protected by the herein-
before in part recited Letters Patent is,-
1st. The combination with a railway carriage or street car axle and wheels of a
series of springs that are arranged symmetrically to and thrown successively into
operation by a central stop disc and interlocking hook arms of longitudinally sliding
rods of the carriage frame, substantially in the manner described and for the purpose
specified.
2nd. The combination of longitudinally sliding and actuating rod or rods F,
having rigid hook arms E, with a compound spring acted stop disc of the axle, sub-
stantially as herein shown and described.
3rd. The combination of the hook arms E, stop plates and pins a, a¹, slotted
enclosing plate b, and spring acted interlocking end pins f¹ of spring casings C, sub-
stantially as herein specified.
4th. The spring casing C having symmetrical and concentric slots e¹, with
springs and end pins f¹ seated and guided thereon, substantially as herein
specified.
5th. The spring casings of a railway carriage break connected alternately at
diametrically opposite points by projecting and interlocking end pins, substantially
as herein shown and described.
6th. A safety friction wheel for railway carriage breaks, vehicles, &c., constructed
of an outer web section fixed to the shaft, and of an intermediate sliding and guided
tire section, substantially as and for the purpose herein specified.
7th. The combination of the fixed web sections D1, D2, having annular guide
grooves with the revolving tire section having side flanges, substantially as herein
described.
8th. The combination of the stationary web section D¹, having sleeve g and square
ว

page_text: extension g', with the loose tire section D³, detachable web section D2, and with
suitable fastening and friction devices of the axle or shaft, substantially as herein
shown and described. .
In witness whereof, I, the said Alexander Melville Clark, have hereunto set
my hand and seal, this Twenty-eighth day of February, in the year of our
Lord One thousand eight hundred and seventy-seven.
AT DI
A. M. CLARK
(L.S.)