IMPROVEMENTS IN RAILWAY BREAKS, ALSO APPLICABLE FOR ARRESTING THE ROTARY MOTION OF WHEELS AND CYLINDRICAL BODIES IN GENERAL
Year: 1859

page_text: LETTERS PATENT to Edward Thomas Hughes, of the Firm of Hughes & Son,
Patent Agents, 128, Chancery Lane, London, W.C., for the Invention of
"IMPROVEMENTS IN RAILWAY BREAKS, ALSO APPLICABLE FOR ARRESTING THE
ROTARY MOTION OF WHEELS AND CYLINDRICAL BODIES IN GENERAL." -A com-
munication from abroad by Jules Clément, Gentleman, residing at No. 17,
T
Sealed the 8th May 1860, and dated the 10th November 1859.
PROVISIONAL SPECIFICATION left by the said Edward Thomas Hughes
at the Office of the Commissioners of Patents, with his Petition, on the
10th. November 1859.
FOR
I, EDWARD THOMAS HUGHES, of the Firm of Hughes & Son, Patent Agents,
123, Chancery Lane, London, W.C., do hereby declare the nature of the said
Invention for "IMPROVEMENTS IN RAILWAY BREAKS, ALSO APPLICABLE
ARRESTING THE ROTARY MOTION OF WHEELS AND CYLINDRICAL BODIES IN GENERAL,
a communication from abroad by Jules Clément, Gentleman, residing at
No. 17, Rue Tronchet, Paris, in the Empire of France, to be as follows:-
My Invention consists in a peculiar manner of employing the rotary motion
of carriage axles to forcibly compress breaks against the peripheries of
running wheels, in order to arrest their motion, and for this purpose I make
use of,-
1st, a conical screw or "spirale helicoide," which can be single or. doubled

page_text: by uniting two truncated cones at their apex keyed on one of the axles. The
action of this conical screw, which commences at its smallest diameter, is
exerted against one extremity of a working bar, the other extremity of which
acts on the break lever, and the screw by its rotation forces the said bar to
follow the increasing diameter of the cone, and thus engenders the force which
compresses the breaks against the wheels, the object of the double cone is to
ensure action in whichever direction the axle revolves. The working bar is
brought into play by a disengaging catch, and guided in its motion by appro-
priate stationary plates; the wear of the shoes is compensated by the use of
an inclined plane, serrated or not, placed on the break lever. To liberate the
breaks I avail myself of the latent force or high state of compression to which
the working bar is submitted when in action; in the case of a compound
working bar, I place the joint of its two parts slightly on one side of an
imaginary line drawn from end to end of its whole length, and these two parts
are maintained in a rigid state whilst in action by a catch, which can be easily
liberated by a slight effort, whereon the breaks will be removed from the
wheels; and in the case of a single working bar I make use of a moveable
lever placed on the break shaft, and provided with a catch acting and operated
on in the same manner as the one hereto-before described.
2nd, in a series of longitudinal rods destined to cause each break to come
successively into action by a partial rotation of the said rods; this series of
rods runs the whole length of the train, their connextion taking place under
each carriage near the disengaging gears or catches, the connection of one rod
to the other under each carriage is thus arranged, the extremity of the first rod
nearest the desengaging gear is provided with a double cross lever set at nearly
right angles with the working bar and disengaged gear above mentioned,
which is supported on one side by the inner arm of the said double lever, the
outer arm of which serves as a stop for a lever set at the extremity of the
second rod which commands the second break; on liberating the catch of
the first rod the weight of the first working bar acting on the arm of the
double lever causes the same to rotate partially, and the lever of the second
rod being no longer supported by the stop this rod rotates also, being actuated
in the same manner as the first, and so on from break to break.
3rd, in a second series of longitudinal rods arranged in the same manner,
but in an opposite direction, and on the other side of disengaging or starting
gear; this gear is suspended on both series of rods, and the rotation of one
series is sufficient to cause the disengagement of all the starting catches.
This arrangement admits the placing of the first disengaging catch of a
series at the command of the engineer, and the command of the second series

page_text: at that of the guard at the rear of the train; one or other, or both, simul-
taneously can thus at any time paralyse the wheels of a train, thus establishing
between the guard at the rear of the train and the engineer a powerful means
of communication by stopping the train.
It follows from the above description that symetry exists in the actions and
arrangements; one carriage can be turned end for end, or suppressed, or
another added to the train without disturbing the existing order of things; the
starting rods at the junction of the carriages being united in an appropriate
manner, two currents of disengaging catches or gears in opposite directions
can be formed individually or simultaneously the one from the head of the
train to the rear, and the other from the rear to the head; the longitudinal
connexion rods can be so weighted that they reassume of themselves their
previous position after the working bars have been lowered, and as each rod
leans against the following and not on it, the successive weights of the
disengaging gears and working bars are not accumulated one on the other.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Edward Thomas Hughes in the Great Seal Patent Office
on the 10th May 1860.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, EDWARD
THOMAS HUGHES, of the Firm of Hughes & Son, Patent Agents, 123,
Chancery Lane, London, W.C., send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Tenth day of November, in the year of our Lord One
thousand eight hundred and fifty-nine, in the twenty-third year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
Edward Thomas Hughes, Her special licence that I, the said Edward,
Thomas Hughes, my executors; administrators, and assigns, or such others
as I, the said Edward Thomas Hughes, my executors, administrators, and
assigns, should at any time agree with, and no others, from time to time and
at all times thereafter during the term therein expressed, should and lawfully
might make, use, exercise, and vend, within the United Kingdom of Great
Britain and Ireland, the Channel Islands, and Isle of Man, an Invention
for "IMPROVEMENTS IN RAILWAY BREAKS, ALSO APPLICABLE FOR ARRESTING THE
ROTARY MOTION OF WHEELS AND CYLINDRICAL BODIES IN GENERAL," a. communi-
cation from abroad by Jules Clément, Gentleman, residing at No. 17, Rue
Tronchet, Paris, in the Empire of France, upon the condition, amongst

page_text: .others, that I, the said Edward Thomas Hughes, my executors or adminis-
trators, by an instrument in writing under my, or their, or one of their
hands and seals, should particularly describe and ascertain the nature of
the said Invention, and in what manner the same was to be performed,
and cause the same to be filed in the Great Seal Patent Office within six
calendar months next and immediately after the date of the said Letters
Patent.
NOW KNOW YE, that I, the said Edward Thomas Hughes, do hereby
declare the nature of the said Invention, and in what manner the same is
to be performed, to be particularly described and ascertained in and by the
following statement (that is to say) :-
:-
This Invention consists in a peculiar manner of availing myself of the
rotation of carriage axles to create a sufficient force for compressing the
wheels, thereby arresting their rotary motion. For this purpose I make use
of a "spirale héliçoïde" fixed on the axle, combined with an intermediate organ
or working bar, one extremity of which is acted on by the said "spirale
hélicoide, whilst the other imparts motion to the break shaft lever.
I give the name of "double spirale héliçoïde" to two cones united at their
apex, provided with a thread or screw running from the basis of one cone to
that of the other. When one of the extremities of the working bar is placed
in contact with the screw at its smallest diameter, its rotation forces it back
by the increasing diameter of the screw, (as by an inclined plane following one
or the other cone according to the direction the axle is revolving in), the
other extremity of the bar acts on the break shaft lever, to which it transmits
the force necessary to compress the breaks against the wheels. It will be
thus perceived that the different parts have merely to be placed in contact in
order to produce the necessary force. This Invention can be executed in
different manners:-I will indicate two to which I have until now given
preference. The first which I call a screw motion, is principally intended to
be applied to a single carriage, although several carriages in one train can be
provided with breaks thus applied, and the whole worked by one man.
The second which I term a compound lever system, is destined to be worked
by one man, who can bring into action as may be desired, a part or the whole
of the breaks adapted to a train. Any number of carriages composing a train
can be provided with these breaks, and the intermediate carriages worked if
requisite by a common hand break, such carriages being provided with appro-
priate rods to connect the whole of my improved breaks together.
In order that this Invention may be better understood, I have represented
it in the accompanying Two Sheets of Drawings, wherein Sheet 1, Figs. 1

page_text: and 2, are an elevation and plan of my screw motion; Figs. 3 and 4, an
elevation and a plan of connecting rods for same; Fig. 5 a longitudinal eleva-
tion of my compound lever system, the break being suspended out of action;
Fig. 6, the same view with the break in action; Fig. 7, a plan of same;
Figs. 8 and 9, an elevation and end view of the connecting rods of this second
system. Sheet 2, Figs. 1 and 2, an elevation and plan of the mechanism for
lowering and raising the compound lever; and Figs. 3 and 4, a side and front
elevation of a swinging guide employed in both these systems.
$$
Description of Screw Motion.-In this system, I make use of a screw which
by rotating in one direction lengthens the working bar suspended between the
spirale héliçoïde" and the break shaft lever, and thus brings the parts into
action, and by turning the said screw in the contrary direction, diminishes the
length of the working bar, and liberates it from the "spirale hélicoïde.
The upright shaft A, Sheet 1, Fig. 1, which rises into the body of the carriage
is worked by the breaksman, and transmits rotary motion to the hori-
zontal shaft B, which motion, by the gearing C, C, or by any other appropriate
means is transmitted to the tooth wheel keyed on the screw D, this screw
which can be provided with one or several threads, by turning lengthens the
working bar E, and brings the roller F in contact with the central part and
the smallest diameter of the united cones, which by their rotation force the
said bar to follow the increasing diameter of one or the other of the cones
according to the direction in which the axle revolves, the thrust of the working
bar thus obtained is made available to compress the breaks against the wheels
by acting on the lever H. To disengage the breaks from the wheels the
spinde A is turned in the opposite direction, and thereby the total length of
the working bar is diminished, and it returns to the position previously
occupied. In order that when out of action the said bar does not oscillate
laterally, and be constantly maintained opposite the smaller diameter of the
cones, I make use of a swinging guide Figs. 3 and 4, Sheet 2, suspended on
an axis E', and provided with a groove H³, into which when the bar is raised
the roller F penetrates; when the bar falls, the roller disengages itself from
the said groove, and as it is suspended by the rods I, I, it is then free to follow
the motions communicated to it by the " spirale héliçoïde," and during this
action the said roller rubs against the under edge of the guide and lifts it
until the said bar is again liberated and reassumes its position of rest, when
the roller will again be engaged in the groove. In case it is desired to
employ several of the above described breaks in the same train, I make
use of the connection represented by Figs. 3 and 4, Sheet 1, the shaft B
of one of the carriages is provided with a lance L, to which is attached

page_text: : the spring head on the extremity of the square bar M, which slides in the
square socket or hole N, cut on the shaft B of the next wagon, these different
parts are fitted loosely together in order to allow a sufficient play in their
motions.
Compound Lever Motion.-The working bar in this system is composed of
two main parts, E and E', jointed together at E³; when at rest these two
parts assume the position represented at Fig. 5, Sheet 1, and when in action
they are brought by their fall from the said position into that of nearly a
straight line (see Fig. 6); when at rest this compound bar is suspended by a
chain or rope J, one extremity of which is attached to the pulley J', whilst the
other passing over the smaller pulley J3 is attached to the lever L rotating
on its axis L, and which by its contact under the smaller lever E¹ maintains
the compound bar in the position indicated. The mechanism for bringing
into action and liberating the break is shewn on a larger scale at Figs. 1
and 2, Sheet 2, it is in part fitted to the horizontal shaft B and put
in motion by the rotation of the said shaft, which is caused to revolve
by the upright spindle A, as previously explained with regard to the screw
motion. In these two Figures the different parts are represented in the
position they assume when the break is lowered into action, and therefore they
correspond with the Fig. 6, Sheet 1. To liberate the break the shaft B is
caused to revolve in the direction of the arrow Fig. 1, Sheet 2; the cam M
which is keyed on the shaft drives round with it the catch M', which is swung
on the central pin M³, fixed in the cheek M³, which is itself made fast to the
pulley J¹, running loose on its shaft B; thus the parts B, M, M', M³, M³, and J¹
will continue to revolve together until the tail of the catch M¹ comes in contact
with the fixed pin O, which causes the said catch M³ to revolve partially on its
axis M², and disengages it from the cam M; the pulley will then have made
about two-thirds of a revolution, and by means of the cord J will have raised the
bar into the position indicated at Fig. 5, Sheet 1; the tappet P made fast on the
opposite face of the pulley by a slight backward action will bear on the tooth
of the catch O¹, and thus maintains the bar suspended; this catch O¹ is
suspended to a fixed centre 02, and provided with a balance weight or heavy
arm 0 to maintain the tooth in gear. The bar thus suspended ready to be
dropped into gear is maintained laterally by the swinging guide attached to
H', in the manner previously described with regard to the screw motion. To s
lower the compound bar the shaft B is caused to revolve in the opposite
direction to the arrow, and the cam Q, which is keyed on the said shaft coming
in contact with the tooth of the catch Q' suspended on the fixed pin O³ pushes
back the catch Q', which by its contact with the pin O, pushes back as well

page_text: the catch O', the tooth of which slipping from under the tappet P leaves the
pulley free to revolve, being impelled by the weight of the compound bar which
thus falls into gear. The peculiar feature of this system of lowering and
raising the bar consists in the facility afforded to continue indefinitely in one
direction or the other the same rotating motion after having completed either
of its functions in a fraction of the first revolution.
I have above mentioned that the line of junction of the two parts E and E',
composing the compound bar was slightly angular, and that that position
was preferred in order to facilitate the raising of the said bar when the breaks
had to be liberated; in order to maintain the two parts E and E' locked in
this position, I provide the shorter arm E' with a nose piece E³, which, on its
falling drives back the tooth E', which closes back immediately, being impelled
by the spring E, and thus locks the two parts. When the bar is raised the
lever L, by means of its heel piece L³, throws back the tooth E' by means of
the arm E, until the catch or tooth E is liberated; the latent force retained
until this moment by E* breaks the bars, and at the same time raises them
partially by annulling the compressive force, the shaft B continuing to rotate
raises the lever L until the pin L³ catches under the short bar E³, and by
raising it still higher liberates the extremity of E from the spirale hélicoide.
The Figs. 8 and 9, Sheet 1, represent the connexion I employ from break to
break of this system; the shaft B of one carriage is provided with a collar
having internally a square hole R, into which the square rod S enters; the
end of this rod is fitted with a tappet coupling S³, the centre pin of which
penetrates in the extremity T of the shaft B of the next carriage, on which
is also keyed a tappet coupling; the extremity is kept in its place by lowering
a lever U. This arrangement of tappet couplings admits, when the shaft
is turned in either direction, making a fraction of a revolution available
for working the first break before communicating motion to the break
of the following carriage, and so on from break to break throughout the
train.
Having thus fully described the nature and particulars of the said Invention
as communicated to me by my foreign correspondent, I would have it
understood that I do not confine myself to the precise details herein set forth
as such may be varied or modified without departing from the principle
thereof, but I claim,―
Firstly, the use of a single or double "spirale helicoide attached to all
rotating bodies in order to avail myself of their rotating force, and transmit it
by any kind of appropriate mechanism to the intermediate organ and especially
the application of these means for actuating railway breaks.

page_text: Secondly, the use of a screw with one or more threads put in motion
to bring into action or liberate the intermediate organ or working bar.
Thirdly, the use of a jointed or compound working bar, assuming an
angular position, to retain and utilise the latent force resulting from the com-
pression of the intermediate organ.
Fourthly, the use of the above-described mechanism to lower or raise the
intermediate compound organ, which, after either of the above operations have
been performed, can continue to revolve indefinitely without in any way
affecting the working of the different parts.
Fifthly, the use of the mechanism above described for connecting and
working several breaks of either of the two described systems, and particularly
the connexion applied to the compound lever break, the principal feature of
which consists in the play or fraction of revolution lost between each carriage
admitting of successive or simultaneous effects as may desired, and more
particularly the adoption of the successive action, enabling one break to be
raised after the other, the resistance offered at any time not exceeding that of
a single break.
In witness whereof, I, the said Edward Thomas Hughes, have hereunto
set my hand and seal, this Ninth day of May, in the year of our Lord
One thousand eight hundred and sixty.
EDWARD THOMAS HUGHES. (L.S.)