A NEW OR IMPROVED CONSTRUCTION OF BRAKE APPARATUS APPLICABLE TO RAILWAY CARRIAGES
Year: 1842

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN BISHOP,
of Poland Street, in the City of Westminster, in the County of Middlesex,
Jeweller, send greeting.
WHEREAS Her present Majesty Queen Victoria, by Her Letters Patent
under the Great Seal of the United Kingdom of Great Britain and Ireland,
bearing date at Westminster, the Twenty-third day of May now last past,
did give and grant unto me, the said John Bishop, Her especial license, full
power, sole privilege. and authority, that I, the said John Bishop, my exors,
admors, and assigns, or such others as I, the said John Bishop, my exors,
admors, or assigns, should at any time agree with, and no others, from time
to time and at all times thereafter during the term of years therein expressed,
should and lawfully might make, use, exercise, and vend, within England,
Wales, and the Town of Berwick-upon-Tweed, my Invention of "A NEW OR
IMPROVED CONSTRUCTION OF BRAKE APPARATUS APPLICABLE TO RAILWAY CARRIAGES;"
in which said Letters Patent there is contained a proviso, obliging me, the said
John Bishop, by an instrument in writing under my hand and seal, particularly
to describe and ascertain the nature of my said Invention, and in what manner
the same is to be performed, and to cause the same to be inrolled in Her said
Majesty's High Court of Chancery within six calendar months next and im-
mediately after the date of the said Letters Patent, as in and by the same,
reference being thereunto had, will more fully appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
John Bishop, do hereby declare that the nature of my Invention of "A New

page_text: or Improved Brake Apparatus for Railway Carriages," consists of a peculiar
construction of apparatus, whereby the speed of a railway train of carriages can
be retarded, braked, or stopped by the means herein-after mentioned; three
modifications of which said Invention is fully described, performed, and ascer-
tained herein-after, reference being made to the two several Sheets of Drawings
hereunto annexed, in all which said Drawings or Figures similar parts are
marked with similar letters or numbers.
Figures 1, 2, 3, and 4, Sheet of Drawings Number 1, represent different
views of machinery for carrying into effect one of the modes of retarding or
braking the speed of or stopping a railway train of carriages, which I shall
term the first modification; Figures 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16,
17, 18, 19, 20, 21, 22, 23, 24, in the same Drawing, represents different parts
(separated) of such machinery.
Figure 1 is an upper plan or bird's eye view of the frame and wheels of
any ordinary railway carriage, with one modification of my Invention applied
thereto; Figure 2 is a side elevation or longitudinal section thereof, taken
through the dotted line A, A, in Figure 1; Figure 3 is an end view or eleva-
tion, taken in section through the dotted line B, B, B, in Figures 1 and 2 ;
Figure 4 is another end elevation, taken also in section through the dotted
line C, C, C, in Figures 1 and 2. In Figures 1, 2, 3, and 4, D, D, and
D', D', represent railway carriage wheels, and E, E, parts of the framework
of a railway carriage, with its buffing apparatus F, F, and the brakes G, G,
with their shaft or axle H, H, all of which said parts may be made in the
usual manner, or in any other fit and proper way. To these several parts are
to be applied the necessary apparatus or machinery for carrying into effect one
of the modifications of my Invention of a new or improved brake apparatus
for railway carriages, which I do as follows:-I, I, Figures 1, 2, 3, and 4,
represent a strong iron frame, each end of which is firmly attached by bolts,
screws, or otherwise, to the side frames E, E, of the railway carriage, and is
farther kept in its place by the braces J, J, Figures 1 and 2. This frame has
two pair of projecting cheeks K, K, which carry the two bent levers L, M
and N, O, Figures 3 and 4. The lower arms O and M of these levers are
forked, for the purpose herein-after mentioned; one of these forked arms is
seen in Figure 2 at O. These projecting cheeks likewise support the spring
P, P, with its box Q in their proper situation. The frame I, I, also serves to
support the upright axle R, R, shewn in Figures 1, 2, 3, and 4. On one o
the maim axles of the carriage S, S, shewn in Figures 2, 3, and 4, at or nea
its centre, is fixed a ring or collar, as seen in a separate view of part of the
main axle, Figure 5, at T, and in section, Figure 6. Into the main axle S, S

page_text: are inserted two studs U, V, shewn in Figures 4 and 5. These studs fit into,
the grooves, notches, or slots, cut in the ferrules, boxes, or collars W and X.
These boxes are shewn in situ at Figures 1, 3, and 4, and separately at Figures
7 and 8, and in end view, Figures 9 and 10. At the extremity (next the
centre of the main axle) of each box are three projecting teeth Y, Y, Y.
These teeth are situate in the position shewn in the Drawing Figures 9 and
10, and cannot alter their place relative to each other, being prevented from
turning without the main axle S, S, in consequence of the studs U and V
fitting into the grooves, but they are free to slide to and from the cylindrical
box Z, Figures 11 and 12, on the main axle, the length of these grooves.
Around each of the boxes W and X is a circular groove, to receive the forked
ends M and O of the bent levers L, M, and N, O. The cylindrical box Z,
shewn separately at Figure 12, is fitted over the collar T on the main axle S, S.
This box has longitudinal projecting pin a, a, along one side of its outer
surface. Each end of the box has two teeth b, b, (see Figures 12, 13, 14,
and 15, and section of Figure 11,) which play, when required, between the
three teeth Y, Y, Y, in one or the other of the grooved boxes W or X. The
cylindrical box revolves freely upon the main axle S, S, when these teeth are
not in gear. Upon the cylindrical box Z is fitted a short endless or spiral
screw c, with plain cylindrical ends, as shewn separately at Figure 16, and an
end view, Figure 17, and in situ in Figures 1, 2, 3, and 4. This endless screw
has a cavity along the interior to receive the projecting fin a, a, by which
it is- prevented from turning without the cylindrical box Z, but is free to
slide either way along it. The upright shaft or axle R, R, shewn in situ at
Figures 1, 2 3, and 4, and separate at Figure 18, is furnished with two pro-
jecting fins d, d, near the middle, below which is a slightly enlarged portion
forming a collar ate, on the lower part of this shaft fits the pinion f, seen in
gear with the spiral screw c, in Figures 2, 3, and 4, and separate at Figures
19 and 20. Above the pinion, and formed out of the same piece, is half of a
clutch box g. This pinion turns freely upon the axle R, R, when the clutch
box is open, but when the upper half of the clutch box h (see Figure 21),
which likewise fits upon the same axle R, R, descends and closes upon the
ower one, the whole is compelled to turn together owing to the fins d, d
(see section Figure 22) fitting the grooves i, i, in the upper part of the clutch
box h., Figure 21, as shewn in the end view, Figure 23. Upon the upper part
of the shaft R, R, is fixed an arm k, shewn separate at Figure 24. To this
rm is attached a connecting rod l, m, Figures 1 and 2, which is attached to
he shaft or cross axle H, H, of the ordinary brake apparatus. The method by
which this attachment is made, may be seen at n, Figures 1 and 2. Around.

page_text: the upper part of the clutch box h, see Figure 21, is a circular groove p,' into
which works the loop 9, of the horizontal connecting bar r, 1. This bar is
attached to the under side of the carriage frame E, E, by means of the three
slings s, s, s, and thus permit it to rise and fall, as shewn by the dotted lines
under it in Figure 2.
As the action of this modification of my Invention will be better understood
after I have described the second modification of my Invention, I shall pass on
to its description, reference being had to the same Sheet of Drawings, No. 1,
in which, as herein-before stated, similar parts are marked with similar letters
or numbers. Figure 25 is a plan of part of a railway carriage, to which the
second modification of my brake apparatus is applied; Figure 26 is an end
elevation of the same; and Figure 27 a side elevation taken in section
through the dotted line t, t, in Figure 25. Immediately upon the middle of
the main axle S, S, is fixed a spiral screw c, c, which is prevented from
revolving without the axle, by means of a stud or fin fixed in the axle, as shewn
by the sectional drawing Figures 28 and 29, but the endless screw box c, c,
is not firmly fixed to the axle S, S, but is allowed a small lateral motion for
the reason herein-after named. The endless screw c, c, works into a pinion f
belonging to the lower part of the clutch box g, and always revolves with the
main axle and carriage wheels. The frame I, I, is furnished with two stops
or projecting ears u, u, which limit the lateral motion of the endless screw c, c,
and prevents any strain in that direction on the main axle S, S.
In addition to the brake apparatus herein-before described of either modifi-
cation, I apply to the first carriage of the train the apparatus now to be
described, for the purpose of enabling the brakesman to put in action the
brakes at any time he may think proper, and also to enable him to keep
them out of action when it is necessary to back the train. For these purposes,
I attach the first carriage to the tender or locomotive engine, by means of a
cable spring and long tug chain, part of the latter is shewn in Figure 27, at
v, v. To this chain is attached by means of a swivel joint, as shewn at w, a
smaller chain, which passes around the pullies x, x, made in the horizontal
connecting bar r, r, and which are shewn separate at Figure 30. The small
chain then passes over two other pullies y, y, and around the drum on the
wheel z. In the wheel z works a pinion 2, in the upper part of whose axle is
fixed a winch, to be turned by the brakesman iu the usual way. Figure 31
represents an enlarged view of part of the wheel z and pinion 2, as also the
additional wheel 3, by means of which the brakesman can employ a common
brake apparatus. The pinion 2 being made to work into either of the wheels
z and 3 by means of the spring 4, shewn separate at Figure 32. The wheel

page_text: is furnished with an inclined circular groove along a portion of its upper side, as
seen at 5. This circular groove terminates in a hole which admits the vertical
rod 6 in the manner indicated by the Drawings, Figures 33, 34, and 35,
representing portions of the wheel z and rod 6. This rod has a
jointed lever
or handle 7 at its upper end, as seen in Figures 26 and 27. The common brake-
wheel 3 is connected to an arm 8, on the axle H, II, by means of the rod
9 passing through a hole in the arm 8, in which it is allowed to slide, but when
called into action, is prevented from leaving the arm by the screw nut 10.
The action of the second modification of my new or improved brake apparatus
for railway carriages is as follows:-When the carriages are at rest, the tug
chain v, v, is loose, and consequently allows the small chain w, with the hori-
zontal connecting bars r, r, of each carriage throughout the train to fall. The
clutch box is then closed, and the whole is in gear; but the instant the
locomotive engine or other motive power draws forth the tug chain v, v, the
horizontal bar r, r, of each carriage is raised by means of the chain w, and the
whole is free from the brakes.
In the event of any accident occurring to the engine, whereby it is thrown off
the rails, or otherwise, the tug chain v, v, becomes slackened, the horizontal
connecting bars r, r, fall, carrying with them the upper part of the clutch box k,
the pinion f, which before revolved freely upon the upright axle R, R, now
carries the latter with it and its arm k, connected with the rod l, m, and axle
H, H, and thus brings the brakes G, G, in contact with the carriage wheels
in the usual way.
In the event of the engine not slackening from any cause
whatever, the services of the brakesman are called into use, who, as soon as
he observes anything out of order, raises the handle or lever 7, which lifts the
vertical rod 6 out of the wheel z, thus permitting the small chain to become
slack when the horizontal bar r, r, descends. The brake apparatus is then
brought into action as before. If from any circumstance the brakesman shall
not deem it necessary to apply all the brakes, but only that of the carriage on
which he is placed, then by turning the handle of the pinion 2, he is enabled
to bring the common brake apparatus 3, 9, 10, II, II, and G, G, into action.
From the above description it will be evident that some provision is necessary
to prevent the brakes coming into action when the train is required to be backed;
this I effect by means of the brakesman, during the backing, keeping the small
chain w tight by means of the winch handle 2, and thus he is enabled to dis-
engage or apply the brakes at any time. The action of the first modification of
my Invention, which is herein-before described, is as follows, reference being had
to the various Figures in the Drawings:-When the carriages are at rest, the
horizontal connecting bar r, 1, Figure 2, is at its lowest position, as indicated by

page_text: the dotted lines below it; but as soon as the train of carriages is put into motion,
then this connecting bar r, r, is raised in the same way as I described in the action
of the first modification; the carriage wheels D, D, D¹, D', are now free, and the
brake apparatus is out of action, but the instant the engine tug chain slackens
by the engine being retarded, or the brakesman liberates the small chain w,
Figures 25 and 27, the horizontal connecting bars r, r, of all the carriages
descend, and the loop q, seen in Figures 1, 2, 3, and 4, carries down with it
the upper part of the clutch box h, and thus the upright axle R is compelled
to turn with the pinion f, which is actuated by the endless or spiral screw c.
The upright shaft R carries with it the arm k, which draws forward the
rod l, m, n, (see Figure 2,) and thus the brakes G, G, are put in action in
the same way as in the second modification; indeed, the action of both modi-
fications, so far as they have been hitherto described, are similar. Their
differences it is now my intention to describe, premising, first, that whether
the brakes are in action or not, the pinion f always revolves with the carriage
wheels D, D, and endless screw c; and, also, that when the brakes are in full
action they entirely stop the revolution of these wheels, when the endless
screw c has completely brought up the arm k. As soon as the clutch box g, h,
is closed the endless screw c is resisted, and consequently endeavours to slide
along the cylindrical box Z (see Figure 12). One end of the cylindrical part
of the endless screw c, then presses against the end of one of the boxes W,
or X, and forces it outwards. In the Drawing, Figure 4, the box X is thus
thrust outwards, carrying with it the forked end M of the bent lever L, M.
The horizontal arm L of this lever is therefore compelled to descend and bring
with it into action the spring P, P, at the same time the horizontal end N of
the other bent lever N, O, is lowered by the spring box Q, and the end O
carries with the box W towards the other extremity of the axle S, S, as seen
in the same Figure. The teeth of the box X are at the same time carried
away from the teeth 6, 6, and as soon as the strength of the spring P, P, is
_overcome sufficiently, the teeth of both boxes W and X are liberated from the
teeth in the two ends of the cylindrical box Z, and the main axle S, S, is then
.free to turn without the cylindrical box Z, or endless screw c. Hence it must
be apparent that by a proper arrangement of the strength of the spring P, P,
I can so adjust the power applied by the brakes G, G, to the periphery of the
wheels D, D, as either to entirely stop the main axle S, S, and wheels D, D,
from revolving, or permit them to turn with any required force of the brakes
within the limits of that force required to stop them entirely.
The third modification of my Invention is as follows, reference being had to
the Sheet of Drawings, No. 2. Figure 36 is a plan of part of a railway carriage.

page_text: Figure 37 a longitudinal elevation of the same taken in section through the
dotted line 11, 11; in Figure 36, Figure 38 is an end elevation taken also in
section through the dotted line 12, 12, 12, of Figure 36 and 37. In these Fi-
gures the parts having similar letters or numbers to those herein-before used are
similar, and therefore it will be unnecessary to repeat them. Upon the main
axle S, S, and firmly attached to it, or formed out of it in any way that may be
thought most desirable, is a box, tube, or collar 13. This box differs from the
box Z described in the first modification of my Invention, first, in not having a
fin along the outside; second, it has no circular groove on the inside; and third,
in being immoveably attached to the axle S, S. It has, however, like it two teeth
b, b, at each end. Upon the box or tube 13 slides freely the endless screw c,
whose cylindrical ends are each furnished with two teeth 26, 26, as seen in
Figures 36, 37, 38, and in a separate Drawing of these two parts at Figure 39
and end view of each at Figures 40 and 41. On the axle S, S, on each end of
the box or tube 13, is a box 14 and 15, These boxes are shewn separate at
Figures 42 and 43, and inner end views of which are represented at Figures 44
and 45. These boxes move freely on the main axle S, S, and have each three
teeth on the inner end. Over the cylindrical part of each of these boxes 14
and 15 on the main axle S, S, are fitted two spiral springs 16 and 17,
Figures 36 and 38. These springs are kept in contact with the enlarged
toothed ends of the boxes 14 and 15 by means of bent projecting ears or cheeks
18 and 19 formed out of the frame I, I, as seen in Figures 36, 38, and 46.
A collar 20 and 21 being first interposed between them and the spiral springs
16 and 17. These collars are seen separate at Figures 47, 48, and 49. Upon
the shaft H, H, near each end is an arm 22, which carries the rail brake
rod 23. These rods are held in their proper situation by side braces 27, 27.
To this rod is attached a rail brake 24, as seen in Figure 37; attached to the
arm 22, as shewn in the Drawing, is a spring 25, for the purpose of supporting
the weight of the rail brakes and rods when not in use, and also to lift them
off the rails when the brake apparatus is thrown out of gear. The action of
this third modification of my Invention is as follows:-On the descent of the
horizontal connecting bar r, r, by either of the means herein-before described,
the clutch box closes; the tendency of the endless screw c is then to slide along.
the main axle S, S, it thereby forces outward the box 14, see Figures 36
5 and 38, compressing the spring 16; at the same time the teeth of the box 14,
becomes disengaged from those in the box or tube 13, and thus permits the
main axle S, S, to revolve without the endless screw c. During this action
the arm 22 on the horizontal shaft H, I, forces down the brake rod 23, and
the speed of the train is retarded or stopped by the friction of the rail brake

page_text: 24 being brought in contact with the rails of the road. When this brake
apparatus is not in use the spiral springs 16 and 17, the boxes 14 and 15, and
endless screw c, all revolve with the main axle S, S, but when the apparatus
is brought into action the compressed spring and its boxes, together with the
endless screw c, becomes stationary.
From a due consideration of the actions of the three modifications of my
Invention, herein-before described, it will be evident that I can in either of
them, by varying the inclination of the spiral on the endless screw c, or the
number of teeth in the pinion f, or both, retard, brake, or stop the speed of a
railway carriage or train of carriages at any distance that may be found most
desirable; that is to say, the number of revolutions of the carriage whee's
D, D, may be two, three, or more turns before the brakes come into their
full force or action, so that it will be seen the retardation may be more or less
gradual as may be required. In all cases it is to be observed that the tug
chain v, v, which connects the first carriage with the tender and engine should
be of sufficient length to permit the full power of the brakes to act, so as to
stop the carriage or train of carriages before the first carriage shall come in
contact with the tender and engine, and thus in the event of an accident
occuring to the latter the carriages and passengers will not be injured thereby;
the length of the tug chain which I recommend is from forty feet to sixty feet
or more.
Another provision which I recommend, in order to prevent the engine of a
train from overtaking or running into the last carriage of a preceding train,
and thus putting the brake apparatus into action when not required, is that
to the last carriage of every train provided with my brake apparatus there
may be attached by a long chain a single carriage for parcels or luggage
furnished with one of my self-acting brakes.
In the foregoing description I have only mentioned the application of my
brakes to the carriages of a railway train, but it is necessary to apply one of
them to the tender of the engine, which can be put in action by the brakesman
or engine driver.
Now, I do not mean or intend to claim any of the parts herein-before
described or shewn in the Drawings which are known or in use, but which it
was necessary for me to introduce and to describe in order to the full anl
clear understanding of my Invention. Nor do I mean to limit myself to all
the parts shewn and described in each modification, but can vary the shape
and proportions when necessary, thus the lengths of the arms L and N of the
levers L, M, and N, O, can be altered to suit the strength of the spring P, P;
the tug
chai: may be applied to either modification of my Invention without

page_text: the pullies a, a, and wheel z; I can also, if necessary, connect the tender imme-
diately with the first carriage and not employ any tug chain. Nor do I limit
myself to the number of rail brakes shewn in Figure 37 and described under
the third modification of my Invention, but if it is desirable I can apply four of
such rail brakes to each carriage. But I do claim as my Invention for the
purpose of retarding, braking, or stopping the speed of a railway carriage or
train of carriages,-
-
First, the use of an endless screw c on the main axle S, S, in connexion
with a pinion or toothed wheelf and clutch box g, h, on the axle R, R.
Second, the method of putting the brake apparatus into gear or action by
means of the horizontal connecting bar r, r, with the loop 7 falling when the
tug chain is slackened, or otherwise, as herein-before is described.
Third and last, the means of limiting the amount of friction on the brake
by the spring P, P, in the first modification; or, the spiral springs 16 and 17
in the third modification, with the necessary apparatus connected therewith.
In witness whercof, I, the said John Bishop, have hereunto set my hand
and seal, this Twenty-third day of November, in the year of our Lord
One thousand eight hundred and forty-two.