Improvements in Brake Mechanism for Railway and other similar Vehicles.
Year: 1895

page_text: Date of Application, 18th May, 1895
Complete Specification Left, 18th Feb., 1896-Accepted, 21st Mar., 1896
Improvements in Brake Mechanism for Railway and other similar
Vehicles.
I, LUKE ROBERTS, of Union Foundry, Cutler Heights, Tong, near Bradford,
in the County of York, Engineer, do hereby declare the nature of this invention to
be as follows:-
This invention relates to improvements in the brake mechanism for which I have
obtained Letters Patent No. 1,512, dated the 24th day of January 1893, and to
similar brake mechanism.
I employ a lever at each end of the vehicle mounted upon a vertical pin or stud
secured in any convenient manner to the underside of the framework of the vehicle.
One end of each of these levers extends beneath the draw-bar and the other
beneath the buffer spindle which operates the brake. A pin or other projection or
its equivalent is provided on the draw-bar to engage said lever and vibrate or
operate it when the draw-bar is drawn outwards; and an equivalent projection is
provided on the buffer spindle or an attachment thereto to engage the other end
of said lever and operate it in a similar manner when the buffer spindle is
pushed inwards. The said levers are connected to arms on the brake shaft by
suitable rods so that as soon as either of the said levers are operated the brake
shaft is turned and the brake is taken off.
Instead of directly connecting the said rods to the brake shaft they may be
connected to opposite ends of a horizontal lever pivoted to the underside of the
framework of the vehicle and this lever suitably connected to the brake shaft.
An arm may be provided on the brake shaft having a catch or detent connected
to it which may be arranged when the brake is removed to engage a fixing on
the framework and hold the brake off until disengaged from said fixing. This
catch or detent may be disengaged from said fixing by a cam or its equivalent
on a light shaft preferably extending from one side of the vehicle to the other
and have an arm or the like at each end so that it may be operated from
either side. The parts are so arranged that when the said cam is in a certain
position the said detent cannot engage the said fixing. And means may be
provided by which when the draw-bar is operated the said cam is turned from
this position.
Dated this 16th day of May 1895.
DRACUP & NOWELL,
Bradford, Agents.
COMPLETE SPECIFICATION.
5 Improvements in Brake Mechanism for Railway and other similar
Vehicles.
I, LUKE ROBERTS, of Union Foundry, Cutler Heights, Tong, near Bradford,
in the County of York, Engineer, do hereby declare the nature of this invention
and in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :—
This invention relates to improvements in the brake mechanism for which I have
CDQ77

page_text: obtained Letters Patent No. 1,512, dated the 24th day of January 1893, and to
similar brake mechanism.
I employ a lever at each end of the vehicle mounted upon a vertical pin or stud
secured in any convenient manner to the underside of the framework of the
vehicle. One end of each of these levers extends beneath the draw-bar and the
other beneath the buffer spindle which operates the brake. A pin or other
projection or its equivalent is provided on the draw-bar to engage the said lever
and vibrate or operate it when the draw-bar is drawn outwards, and an equivalent
projection is provided on the buffer spindle or an attachment thereto to engage the
other end of said lever and operate it in a similar manner when the buffer spindle
is pushed inwards. The said levers are connected to arms on the brake shaft by
suitable rods so that as soon as either of the said levers are operated the brake
sbaft is turned and the brake is taken off.
To fully describe my invention, reference is made to the accompanying sheet of
drawings forming a part of this Specification in which similar letters of reference
indicate corresponding parts in each of the figures.
Figure 1, represents an elevation partly in section of such parts of a railway
vehicle as are necessary to illustrate the application of iny improvements thereto.
Figure 2, represents a plan view of the same.
The draw bars U are capable of limited independent longitudinal motion as
described in the Specification of the above cited Letters Patent and the pins e have
downward extensions e 2 which engage the inner ends of the levers e 3, e3 pivoted
on the brackets e 4, e 4 secured inside the buffer beams z, of the framework z 2.
The buffer spindles p p are also capable of a certain longitudinal movement before
the shoes 9, 9 engage the buffer spring W; and a downward projection is formed
on each of the shoes to engage the outer ends of the levers e 3. Therefore when
either of the draw-bars are drawn outwards to the extent of their independent
movement or either of the buffers spindles p are pushed inwards one of the
levers e 3 is moved or vibrated and this movement is commuuicated to the shaft L
by means of the rods L4 and L5 respectively connected to the arms K and K 2
projecting from and rigidly connected to the shaft L. This movement of the
shatt L is arranged to take off the brake as described in the above cited Specifi-
cation. And the brake may be automatically applied in the manner described in
that Specification but preferably in the manner described in my subsequent
Specification No. 24,762 of 1894.
The shaft L has also a vertical arm 2 igidly projecting from it to which the
catch rod 3 is coupled. This rod passes through the eye 4 fixed to the side
frame z 2 and is provided with a projecting catch 5 adapted to engage said eye
and hold the brake off, that is to say prevent it being automatically applied.
A shaft 6 fitted with a hand lever 7 at each end is mounted across the underside of
the vehicle in bearing pieces 8. This shaft is provided with a cam 9 immediately
under the rod 3 which cam is adapted, when in the position shown, to hold the
catch 5 clear of the eye 4 but if the shaft 6 is partly turned by moving the hand
lever 7 over from the guide rests 10 to the rest 12 the cam is clear of the catch rod
and the catch 5 is at liberty to engage the eye 4. This arrangement is useful to
keep the brake off whilst the vehicle is being "shunted"; and to automatically
throw the shaft 6 and levers 7 back to the position shown next time the vehicle is
moved. I connect one of the draw-bars by the rod 13 to the arm 14 projecting
from the shaft 6. The rod 13 is connected to the extension e 2 by a long slot as
shown in Figure 3 to allow the rod to be moved independently of e2 when the cam
shaft 6 is moved by hand. The shaft 6 may be connected to both draw-bars but I
think it is sufficient if connected to one as shown.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. The combination with the brake shaft L of the levers e 3 each of which is

page_text: adapted to be operated by one of the draw-bars and one of the buffers, substantially
as herein shown and described.
2. The combination with the brake shaft L of the catch rod
adapted to hold
the brake out of operation, and the means for engaging and disengaging said catch
rod, substantially as herein shown and described.
Dated this 17th day of February 1896.
DRACUP & NOWELL,
Bradford, Patent Agents.