CERTAIN IMPROVEMENTS IN. RAILROAD BRAKE APPARATUS
Year: 1883

page_text: LETTERS PATENT to Benjamin Joseph Barnard Mills of the firm of Harris
and Mills of 23 Southampton Buildings in the County of Middlesex, Patent
Agent for an Invention of CERTAIN IMPROVEMENTS IN. RAILROAD BRAKE
APPARATUS communicated to him from abroad by Dolphus Torrey, Mechanical
Engineer, of the City, County and State of New York, in the United States
of America
PROVISIONAL SPECIFICATION left by the said Benjamin Joseph Barnard
Mills at the Office of the Commissioners of Patents on the 1st May 1883.
BENJAMIN JOSEPH BARNARD MILLS of the firm of Harris and Mills of
23 Southampton Buildings in the County of Middlesex, Patent Agent CERTAIN
IMPROVEMENTS IN RAILROAD BRAKE APPARATUS A communication to me from
abroad by Dolphus Torrey, mechanical engineer of the City, County and State of
New York in the United States of America
The invention relates to a brake mechanism in which the force to operate the
brakes is stored in an accumulator spring and is sufficient to charge, at the proper
time, a working spring which working spring, when released, effects the succeeding
application of the brakes.
Two sources of power are available for charging the accumulator spring of the
apparatus.
One that of a longitudinally moving drawbar or buffer of the car, and the other
the energy of wheel rotation. In the latter case the power may be transmitted by
or through the mechanism of a friction windlass operated by the rotation of the
axle, or through the perpendicular motion of the brake beams, supported in a
special manner for this purpose,
The two spring devices, serving as the accumulator and working elements of
the apparatus are controlled by appropriate catches that are part of a tripping
device, which permits by its determined motions which of the two springs shall
come into action. It is thus constituted the actuating element of the apparatus.
It is operated in any one of several ways, but preferably by an electro-magnet
as hereinafter described, and so arranged that when the magnet is charged, the

page_text: brakes are off and when the magnetic current is broken the brakes are applied.
By this arrangement there is secured an automatic application of the brakes
should the train break in two and sever the connecting wire. The source of the
magnetic current is a matter of indifference so far as the working of the invention
is concerned.
It is contemplated that the tripping or actuating mechanism may be worked by
the use of a train cord or by the use of lines connecting the working spring and
the tripping device, from car to car, or by the use of air pressure in a cylinder.
The springs may take the form of lever arms, to which the connections with the
actuating and operating mechanisms are respectively attached or hinged arms may
be employed acted upon by springs of coiled or other form.
The springs and their attached catches, trips and associated devices may be
located either upon the truck or the car body as may be desirable.
The springs may be in the form of spirals or of elliptical or other shape as may
be found most desirable in particular cases.
The tripping devices for both springs are preferably combined in a single device
which has movements controlling the springs alternately.
This tripping device is preferably composed of two parts only one of which moves
in catching the springs, while both move in releasing them.
The first includes an arm, confined by two counter pressing springs, and two
arms which form the detents. The second includes the fulcrums for the springs,
which contain the catch and keeper. This keeper is engaged with a latch which
prevents it from swinging in one or the other direction. The points of contact
between the latch and keeper are sloped in excess of the angle of friction, so that
unless the latch is held in position, the keeper will be swung by the stress of the
receiving or working spring against its confining catch. One end of the latch is
pivotted, the other held by a vibrating lever which is controlled by the armature
of an electro-magnet and a spring. For clearness of explanation, the term
actuating mechanism is applied to a mechanism which sets in operation or permits,
initiates or compels the action of another mechanism by which the braking force is
applied to the wheels; and the term operating mechanism to that which exerts or
communicates the braking force.
In the line of chain or rod connecting the receiving spring with the source of
energy for operating the apparatus, is placed a device called a releasing clutch, the
preferable form of which includes a shaft having a crank at one end, upon which
shaft is fastened a ratchet wheel. Over this ratchet-wheel is a loose pulley which
carries one or more pawls for engaging with the ratchet teeth and a spring fastened,
one end to the pulley and the other to a hanger or pillow block.
The chain from the motor is wound upon this pulley and may be attached to the
pulley face or to an arm extending out from it. The chain from the receiving
spring is attached to the end of the crank upon the shaft. The purpose of this
releasing mechanism is to permit the recoil of the receiving spring while the chain
extending to the motor is under stress. The dimensions and proportions of the
pulley and crank are such that the greatest movement of the motor chain effects less
than a full-revolution of the shaft and crank, while a half revolution of the crank
draws the receiving spring into position to be held confined by its catch. The
crank is set so that the movement of the motor begins with the crank at its centre
nearest the spring. The pull of the motor chain carries the crank past the farther
centre in position to be rotated forward by the pull of the receiving spring without
communicating any stress to the motor-chain, owing to the escape of the ratchet
wheel by its pawls. The purpose of the arm extended out from the pulley is to
enlarge the sweep of the motor chain and prevent its rotating the crank past its
inner centre.
In case the energy of wheel rotation is to be used in charging the accumulator
spring, the train of mechanism includes preferably a friction windlass brake of any
approved construction a spring for setting the friction apparatus against the axle,
or a wheel or pulley thereon, which spring is beld charged with energy for its

page_text: expansion until released by tripping a catch controlled by an electro-magnet or
other means and another spring which as a receiver and accumulator is charged
with energy by the rotation of the friction windlass. The accumulator spring is
held restrained by a catch while the brakes are applied. When the brakes are
released the release of the accumulator spring takes place automatically and it
expands, drawing into confinement, by means of a suitable connection and catch
the working spring which is then automatically released from the accumulator
spring which served for putting it under strain and is held by a tripping catch
ready for service, whenever the electric circuit is broken, or other adopted device
for tripping the catch is operated.
In utilizing stress communicated from the vertical movement of the brake beams
to charge the accumulator or receiving spring, the brake beams are hung so that
they rise or fall with the face of the wheels when the brakes are applied. Their
hangers are attached to crank arms which cranks are mounted upon shafts that
pass through the truck timbers, the cranks at the opposite ends of the shafts are
opposed, so that the beams are balanced against each other, and so that their
motions of rising and falling with the wheels are co-operative in turning the shaft.
The crank upon one end of each shaft is T shaped, the head of the T being set in
a perpendicular position.
: 0
From the opposite arms of the T, connecting lines of rods or chains extend to the
end of a lever which is pivotted near the centre of the truck timber. The devices
30 arranged cause the stress of the moving brake beam to pull upon the pivotted
lever in whichever way the brake beams move, the two beams pulling in unison
and combining their stresses upon the one lever, which always moves in the one
direction without regard to the direction, either brake beams may move.
this combining lever an arm extends at right angles from which a connection
extends to the receiving spring of the brake apparatus.
From

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Benjamin Joseph Barnard Mills in the Great Seal Patent Office on
the 31st October 1883.
"
BENJAMIN JOSEPH BARNARD MILLS of the firm of Harris and Mills of
"CERTAIN
23 Southampton Buildings in the County of Middlesex Patent Agent
A Communicaton to me from
abroad by Dolphus Torrey, Mechanical Engineer of the City, County and State
of New York, in the United States of America
IMPROVEMENTS IN RAILROAD BRAKE APPARATUS
The Invention relates to a brake mechanism in which the force to operate the
brakes is stored in an accumulator spring and is sufficient to charge at the proper
time, a working spring, which working spring, when released effects the succeeding
application of the brakes.
Two sources of power are available for charging the accumulator-spring of the
apparatus. One, that of a longitudinally moving draw-bar or buffer of the car,
and the other the energy of wheel rotation. In this latter case the power may be
transmitted by or through the mechanism of a friction windlass operated by the
rotation of the axle, or through the perpendicular motion of the brake-beams,
Bupported in a special manner for this purpose.
The two spring devices, serving as the accumulator and working elements of the
apparatus are controlled by appropriate catches that are part of a tripping device,
which permits by its determined motions which of the two springs shall come into
action. It is thus constituted the actuating element of the apparatus. It is
operated in any one of several ways, but preferably by an electro-magnet as
hereinafter described, and so arranged that when the magnet is charged, the brakes
are off and when the magnetic current is broken the brokes are applied. By this
arrangement there is secured an automatic application of the brakes, should the
train break in two and sever the connecting wire. The source of the magnetic
current is a matter of indifference, so far as the working of this invention is
concerned.
It is contemplated that the tripping or actuating mechanism may be worked by
the use of a train-cord or by the use of lines connecting the working spring
and the tripping device, from car to car, or by the use of air-pressure in a
cylinder.
The springs may take the form of lever arms, to which the connections with the
actuating and operating mechanisms are respectively attached or hinged arms may
be employed acted upon by springs of coiled or other form.
The springs and their attached catches, trips and associated devices may be
located either upon the truck or the carbody as may be desirable. The springs
may be in the form of spirals, or of elliptical or other shape as may be found most
desirable in particular cases.
The tripping devices for both springs are preferably combined in a single device
which has movements controlling the springs alternately. This tripping device is
preferably composed of two parts only one of which moves in catcbing the springs,
while both move in releasing them. The first includes an arm, confined by two
counter-pressing springs, and two arms which form the detents. The second
includes the fulcrums for the springs, which contain the catch and keeper. This
keeper is engaged with a latch which prevents it from swinging in one or the
other direction. The points of contact between the latch and keeper are sloped in
excess of the angle of friction, so that unless the latch is held in position, the
keeper will be swung by the stress of the receiving or working spring against

page_text: its confining catch. One end of the latch is pivotted, the other held by a
vibrating lever which is controlled by the armature of an electro-magnet and a
-spring.
For clearness of explanation, the term actuating mechanism is applied to a
mechanism which sets in operation or permits, initiates or compels the action of
another mechanism by which the breaking force is applied to the wheels; and the
term operating mechanism to that which exerts or communicates the breaking
force.
In the line of chain or rod connecting the receiving spring with the source of
energy for operating the apparatus, is placed a device called a releasing clutch, the
preferable form of which includes a shaft having a crank at one end, upon which
shaft is fastened a ratchet-wheel. Over this ratchet-wheel is a loose pulley which
carries one or more pawls for engaging with the ratchet teeth and a spring fastened,
one end to the pulley and the other to a hanger or pillow-block. The chain from
the motor is wound upon this pulley and may be attached to the pulley face or to
an arm extending out from it. The chain from the receiving spring is attached to
the end of the crank upon the shaft. The purpose of this releasing mechanism is
to permit the recoil of the receiving spring while the chain extending to the motor
is under stress. The dimensions and proportions of the pulley and crank are such
that the greatest movement of the motor-chain effects less than a full revolution of
the shaft and crank while a half revolution of the crank draws the receiving
spring into position to be held confined by its catch. The crank is set so that the
movement of the motor begins with the crank at its centre nearest the spring.
The pull of the motor-chain carries the crank past its farther centre in position to
be rotated forward by the pull of the receiving spring without communicating
any stress to the motor-chain, owing to the escape of the ratchet-wheel by its
pawls. The purpose of the arm extended out from the pulley is to enlarge
the sweep of the motor-chain and prevent its rotating the crank past its inner
centre.
In case the energy of wheel rotation is to be used in charging the accumulator
spring, the train of mechanism includes preferably a friction-windlass-brake of
any approved construction, a spring for setting the friction apparatus against the
axle, or a wheel or pulley thereon, which spring is held charged with energy for
its expansion until released by tripping a catch controlled by an electro magnet or
other means and another spring which as a receiver and accumulator is charged
with energy by the rotation of the friction-windlass. The accumulator spring is
held restrained by a catch while the brakes are applied. When the brakes
are released the release of the accumulator-spring takes place automatically
and it expands, drawing into confinement, by means of a suitable connection and
catch, the working spring, which is then automatically released from the accumu-
lator-spring which served for putting it under strain and is held by a tripping
catch ready for service, whenever the electric circuit is broken, or other adopted
device for tripping the catch is operated.
In utilising stress communicated from the vertical movement of the brake beams
to charge the accumulator, or receiving spring, the brake beams are hung so that
they rise or fall with the face of the wheels when the brakes are applied. Their
hangers are attached to crank arms which cranks are mounted upon shafts that
pass through the truck timbers, the cranks at the opposite ends of the shafts are
opposed, so that the beams are balanced against each other, and so that their
motions of rising and falling with the wheels are co-operative in turning the shaft.
The crank upon one end of each shaft is T-shaped, the head of the T being set in
perpendicular position.
From the opposite arms of the T, connecting lines of rods or chains extend to
he end of a lever which is pivotted near the centre of the truck timber. The
levices so arranged cause the stress of the moving brake beam to pull upon the
ivotted lever in whichever way the brake-beams move, the two beams pulling in
nison and combining their stresses upon the one lever, which always moves in the

page_text: one direction without regard to the direction either brake-beams may move.
From this combining lever an arm extends at right angles from which a connection
extends to the receiving spring of the brake apparatus.
And in order that the said Invention may be more clearly understood and
readily carried into effect I will proceed aided by the accompanying drawings
more fully to describe the same.
.
Figure 1 is a plan view of so much of the apparatus as is necessary to illustrate –
the invention, the parts being shown in the positions they occupy during the
ordinary running of the cars before the brakes are applied.
Figure 2 is a transverse section on the line 2-2. Figure 1, of the receiving and
working spring-levers, showing the connecting grapple between said spring levers
and the tripping device thereof in elevation.
Figure 3 is a transverse section through the car axle on the line 3-3 figure 1,
showing the friction devices in elevation.
Figure 4 is a plan of the catch or detent on a larger scale.
Figure 5 is a plan of the keeper of the same also on a larger scale.
Figure 6 is an elevation of the lever or spring connection on a larger scale.
Figure 7 is a plan of the apparatus showing the working parts in the position
which they assume on the first application of the brakes.
Figure 8 is a plan of the same showing the receiving spring lever under strain
in readiness for applying strain to the working spring lever when released.
Figure 9 is a perspective view of the mechanism showing a modification in the
friction-windlass as hereinafter described.
Figure 10 is a vertical longitudinal section of the car-trucks showing the
operating mechanism in elevation.
Figure 11 is an elevation looking endwise of the car and Figure 12 is a plan of
connections employed for communicating stress to the accumulator-spring from a
limited vertical movement which is imparted to the brake-beams in one or the
other direction on the first application of the brakes.
Figure 13 is a plan of the spring levers showing a modification in the
construction of the shackle.
Figure 14 is a perspective view of the principal working parts of the apparatus
where the stress is communicated directly from the draw bar.
Figure 15 shows the levers pivotted between the springs and the catch, and one
method of coupling the levers.
Figure 16 shows the springs between the levers and between their pivots and
the catch.
Figure 17 shows the lever arms formed in one with the springs.
Figure 18 shows a side view of the end of the catch, with the location of the
notch in which the latch is placed.
Figure 19 is a side elevation, partly in section on a larger scale of a device
introduced in the line of connection between the draw bar or other motor and the
receiving spring to set said spring and instantly release it from the motor
connection, leaving it under control of its own catch.
Figure 20 is a view of one face of the releasing device.
Figure 21 is a view of the other face thereof, the hanger by which the device is
supported being omitted in each case to expose the interior parts.
Figure 22 shews a side view of the chain-loop and its extension to the releasing
device.
Figure 23 shows a plan view of the draw-bar connection.
In figures 1, 2, 7 and 8, are shown receiving and working springs formed of a
single bar and constituting lever-arms, connected together at their fulcrum points.
Jointed inflexible levers, with a spring or springs separate from said levers to press

page_text: them apart, may if preferred, be employed as shown in figure 9 or 13 or springs of
other forms may be used.
In figure 1, 1 represents the receiving spring and 2 the working spring
connected through the medium of elastic coils 3, 3, and forming the arms of a
U shaped bar fastened by a strap 4 to a beam B, of the car or truck frame so as to
leave the ends of the arms 1, 2, free to be drawn together and to spring apart
when released.
5 represents a grapple or connecting bar hinged on the receiving spring 1,
at 6 and formed at its extremity with a hook 7, to catch the working
spring 2, when the springs are drawn together. The receiving spring 1, is of
greater strength than the working spring 2 so that when the springs are connected
by the grapple and the receiving spring 1 is not otherwise constrained, the said
receiving spring will recede to its normal position shown in figure 1 and draw
the working spring 2 into the constrained position shown in the same figure.
Chains 8, 85, attached to the respective members of a releasing clutch 88 and
one of them passing over a pulley 9 connect the accumulator or receiving spring 1,
with a wrist 10 on a crank-wheel 11 mounted on the extremity of a shaft 12 which
has its bearings in hangers 13, swinging from the body of the car and having also
keyed upon it friction wheels 15, which are drawn in contact with a sleeve 16 on
the axle A to impart rotation to said wheel for the purpose of applying the brakes.
18 represents a brake-chain which in practice is connected through a customary
equalizing lever 18* figure 9 with the first lever of an ordinary brake system.
For drawing the friction wheels 15 into contact with the friction sleeve 16, the
shaft 12 is connected by a yoke 19 and a rod or chain 20 with the working
spring 2.
For the purpose of holding the springs or levers 1, 2, in the constrained
positions to which they are drawn, the first by the rotation of the shaft 12 and
crank 11, 10, and the second by the retraction of the first when released, suitable
catches are provided which may be made in one as shown in figure 1, where the
said catches take the form of a T shaped bar 21 fulcrummed at 22 on the beam B
and having at the extremities of its head oblique teeth 23, 24, the first of which
catches the extremity of the receiving lever 1, and the other the extremity of the
working lever 2 when they are respectively drawn in under constraint.
The stem of the T-shaped catch 21 is held in central position by springs 25
confined between flanges 26 on a keeper 27 which is pivotted on the same fulcrum-
pin 22 as the catch 21 so that the keeper and catch together may move freely on
the fulcrum 22, but if the keeper be held the catch 21 may have independent
movement relatively thereto, resisted by the springs 25.
The keeper 27 is held in its central or normal position by a latch 28, pivotted
at 29 to the beam B and formed with opposite oblique shoulders 30, 31, which
engage alternately with corresponding lugs. 30. 31. figure 5, on the keeper 27 80
as to resist the movement of the keeper in one or the other direction when the
latch 28 is held at either extremity of its movement by the respective teeth 32, 33,
of a pawl 34, which is pivotted at 35 and in this illustration constitutes the.
armature of an electro-magnet 36 and when released by said magnet is thrown
back by a spring 37 so that when the electro-magnet is charged the latch 28 will
be held in the position shown in figure 1, confining the working spring 2 under
strain and when the magnet is inert, by the breaking of the circuit, the latch 28
will be held in the position shown in figure 7, in readiness to confine the receiving
lever 1 under strain.
The inclined backs of the teeth 23, 24, permit the ends of the springs to pass
within the catch, the force exerted through the medium of such inclined backs
being sufficient to overcome the resistance of the spring 25, but the springs 25,
effectually resist the outward pressure of the spring levers 1, 2, against the abrupt
inner faces of the teeth 23, 24, so that such outward pressure cannot move the
catch 21 within its keeper but will move the catch and keeper bodily on their
common pivot 22, throwing out the latch 28 by the pressure of the lug 30 or 31*
on the oblique shoulder 30 or 31 when the said latch is released by the movement

page_text: of the pawl 34 in one or the other direction under the action of the electro-
magnet 36 or spring 37.
38 (figure 2) represents a projection on the beam B to trip the grapple 5 and thus
release the working spring 2 from the receiving spring 1 when the said working
spring is drawn into engagement with the catch 21.
In order to permit the release of the accumulator or receiving spring 1, as
herein before described, while the motor connections 11, 10, 8, are under strain a
release clutch 88 is introduced into the chain connection 8, 8º.
The parts being in the position shown in figure 1, as in the ordinary running of
the car, if the electric circuit through the train be broken for the purpose of
applying the brakes or by the accidental uncoupling of the cars, the electro-
magnet 36 releases the pawl 34 permitting the spring 37 to throw the tooth 32
out of engagement with the latch 28. The outward pressure of the working
lever 2 acting through the catch 21, keeper 27 and lug 30 against the oblique
shoulder 30 of the latch 28 will throw out the said latch and escape from the
catch 21 drawing the friction-shaft 12 with its wheels 15 in contact with the
friction sleeve 16 on the axle A. This position of the parts is shown in figure 7.
The friction shaft 12 is thus rotated and by reason of the attachment of the brake-
chain 18, at a considerable radial distance from the centre of the shaft, the slack of
the brake-chain is instantly taken up and the said chain is then wound on the
shaft 12 with the necessary force to apply the brakes. At the same time the
receiving spring 1 is strained by the rotation of the friction-shaft through the
connections 11, 10, 8, 8* and is caught by the tooth 23 of the catch 21, the spring 25
on the opposite side, yielding to the pressure of the end of the spring-lever I against
the inclined back of said tooth 23. The extremities of the spring-levers are
provided as shown, with anti-friction wheels, to permit them to pass more easily
into engagement with the teeth 23, 24. This movement of the spring-lever 1
causes the grapple 5 to engage with the lever 2. This position of the parts is
shown in figure 2. When the brakes are to be released the electric circuit is again
closed causing the magnet 36 to draw the pawl 34 so as to release the latch 28
from the tooth 33. The resilience of the spring-lever 1 acting through the tooth 23,
keeper 27 and lug 31 will now throw the latch 28 into the position shown in
figure 1, permitting the spring-lever 1 to escape from the catch 21 and draw the
working lever 2 into engagement therewith where it is held by the tooth 24;
lug 30 shoulder 30, latch 28 and the tooth 32 of the pawl 34, the grapple 5 being
at the same time lifted from the spring 2 by the projection 38 so that said spring
may instantly apply the brakes when the current is again broken.
The receiving spring 1 in recoiling, pulls the working spring 2 into its strained
position, in taking which it passes and is held by the catch 21. After the working
spring passes its catch, the grapple from the receiving spring is automatically
released by contact with the projection 38. While the brakes are off, the receiving
spring lies expanded and the working spring compressed, the latter being held
by a catch. While the brakes are on, the working spring is expanded and the
receiving spring compressed. While the magnet is charged by a current of
electricity the vibrating lever locks the latch in and prevents the release of the
working spring 2, but permits the escape of the receiving or accumulator spring 1.
When the magnetic current is off the vibrating lever locks the latch out and
prevents the escape of the receiving spring, but permits the escape of the working
spring 2.
The modification in the friction-windlass, shown in figure 9, consists in
supporting the windlass 15 from a pivotted lever 13ª which is operated by a
connection 20, from the working spring 2, attached at 45, to its upper end, instead
of being attached to the windlass-shaft as before shown.
This figure also illustrates mechanical adaptations necessitated by placing the
apparatus on the car body, instead of on the spring plank of the truck.
A is the axle upon which is mounted the druni 16. 42 is the flange of the
drum on the axle, 15 is the friction-wheel which, when forced into contact with

page_text: the rotating drum 16, turns the shaft 12 for winding up the brake-chain 18. The
pivot 43 of the hangers 13 is supported by the braces 44, attached to the truck
timbers. The brake-chain is attached at 46 to the friction-wheel 15 eccentrically
so that the first part of the rotation of the windlass will effect a quick take up of
the brake chains.
In figure 9, 1 represents the accumulator of receiving lever and 1d its spring.
2 represents the working lever and 2d its spring.
When the stress is stored directly from a longitudinally moving draw bar, the
details of the mechanism are modified.
Referring to figures 14 and 23, D represents the draw-bar, connected by a
pitman P with the motor lever L. The motor-lever is fulcrummed at 1 and
attached at its free end to a chain 8, connecting the motor mechanism with the
receiving lever or spring as hereinafter described. The motor-chain 8 is formed
with a loop passing over a pulley 9* so that either an inward or outward movement
of the draw bar will apply a pull to the chain. 9b is a guide-strap confining the
motor-lever to its plane of movement. The motor chain 8 is carried around a
pully 88 and attached by its extremity to a wrist or pin 92 on an arm 91, projecting
rigidly from said pulley The pulley 88 turns on a shaft 89 on which is keyed
a ratchet-wheel 95, Figures 19 and 20. Pawls 96 pressed in by springs 97 connect
the pulley 88 with the shaft 89 so as to impart rotation to said shaft in one
direction, On one end of the shaft 89 is fixed a crank-arm 90, to the wrist or
pin 94 of which is attached the chain 8 a, connecting with the receiving lever 1.
A spring 101 (Figures 19 and 21) attached at one end by a pin 98 to the
pulley 88 and at the other end by a pin 99 to the hanger 100, restores the arm 91
and pulley 88 to their normal position, when released by the relaxation of the
motor-chain 8.
It will now be seen that the pull of the chain 8 caused by a movement of the
draw bar, in either direction, will by acting on the periphery of the pulley 88
impart a quick rotation to the shaft 89 and subsequently by acting on the
extremity of the arm 91 will rotate the shaft with reduced speed and greater
power. One half revolution of the shaft carrying the arm 90, to its farther centre,
draws the receiving lever 1 under strain to the position shown in Figure 16, where
it is held by the catch 21 and the instant the said arm passes beyond its farther
centre it is by the pawl and ratchet movement 96, 95, freed from constraint and
allowed to complete its revolution by a continued movement whenever the lever 1
is released and draws the chain 8 a. The pawl and ratchet connection thus adapts
and causes the crank in passing its farther centre to be freed from control of the
chain 8 and left free to be moved by the chain 8 a.
To prevent an application of the brakes when a car is detached from a train
or at other times when desired, provision is made by means of a band lever 50,
placed upon the top of the car or wherever it may be convenient, to which is
attached eccentrically a chain connection 51 extended to the dog 52, which is
controlled when idle, by the spring 53. By turning the handle 50, the dog 52
presses the latch 34 against the magnet 36 and prevents the release of the working
lever when the magnet is not charged.
A spring bolt is shown in Figures 9 and 14, in place of the dog represented in
Figure 1.
With the method of utilizing the brake-beams to operate the apparatus, the
devices will necessarily be modified according to whether the beams are hung
inside or outside of the wheels. In the former case the arrangement may be
substantially as shown in Figures 11 and 12. Two shafts 63, 63 a, are set
crosswise the truck-bolster and projecting beyond its faces so that cranks 62, 64
can be attached to their ends. The brake-beam hangers 61, are attached to the
horizontal arms of these cranks which crank-arms are made to rise and fall by the
thrust or pull of the hangers whenever the brakes are applied. Upon one end of
each shaft 63 and at opposite sides of the truck-timbers the crank supporting the
beam-hanger is made of a T-shape, and set with the head 65 in an upright position.

page_text: From the T-heads 65 of the cranks, chains 66 extend to the bell-crank lever 67.
68, is an arm of the lever 67 to which is attached the motor-chain 8, that transmits
stress to the apparatus.
When the brakes are applied the beams rise or fall with the direction of
wheel-rotation and their hangers 61 communicate a stress through the cranks 62,
64, 65, the chain 66, lever 67, 68 and chain 8 to the accumulator-spring 1, due to
the co-efficient of friction between the wheels and brake-shoes. By having the
amount of vertical movement made by the beams in rising or falling as many
times greater than is the movement of the beams in approaching the wheels, as the
co-efficient of friction is contained in unity, we gain the power which stored in the
receiving or accumulator-spring may be subsequently used to again apply the
brakes. Of course there must be a margin to cover the loss of energy by friction
of the parts
A modified construction of grappling device is shown in Figures 9 and 13. The
grapple 70 is fastened to one of the levers, it has attached to it a spring 71 which
presses against the pin 74 and forces the grapple against the pin 73. As the
receiving lever draws the working one into constraint it pulls the notch 75 against
the stop 76 and forces the grapple free from the pin 73 so that the hook 72 will
not hold the working lever should it be freed. This freeing of the pin 73 from the
hook 72 takes place after the working lever is within the catch 21. The brakes
being on, and the receiving lever being drawn into constraint it pushes the
grapple 70 through between the pins 73 and 74 and the spring 71 ensures the
engagement of the hook 72 with pin 73 so that with the subsequent release of
the receiving lever, the working lever is drawn into constraint, and the grapple
automatically freed.
In Figures 15 and 16, 5 represents a grappling link which connects the working
lever with the receiving one, and is made to pull the working spring into restraint
when the receiving lever is freed from its restraint. This device may have various
shapes, but has always the functional relation in connection with the draw-bar-
motor that it does not restrict the near approach of the two levers but does
prevent their undue separation. 5 a is a pin or stop over which the slot 5b moves.
1 a, 2 a are spring bolts set in the ends of the levers 1, 2, being confined by
pins 1 b, 2 b, and pressed out by the springs 1c, 2 c. 21 is the tripping catch
which holds the receiving and working springs, or levers, in constraint. It is
made T-shaped and works upon a pivot at its centre. The opposite arms are
finished with heads that have sloped faces, the outer ones of which are sloped so
that they drive in the spring bolts 1 a, 2 a, when pressed against them. The inner
slopes of the heads are more nearly at right angles, so as to hold the spring bolts
with little stress upon the latch 28. The slopes upon the bolts and catches are
made to correspond with their mutual engagements. In the outer end of the
arm 21 a of the catch, is a cross slot which may be covered by a cap. This cross
slot is made diagonal, so as to have a sharp engaging corner for contact with the
latch 28. This latch is pivotted at 29 and is under stress by the spring 37, that
presses against the stop 37 a, and at determined times by the electro-magnet 36.
As shown in the drawing, when the magnet is acting (or when the spring bolt 52
is drawn by the cord 51 and hand lever 50) the latch 28 is held so that the
tooth 30 a, upon the catch-arm is engaged with the notch 30 upon the latch, and
when the magnet is idle (and the spring bolt released) then the spring 37 forces
the latch over and in position to engage the tooth 31 a, with the notch 31 of the latch.
In order that the pressure of the working lever 2 against the catch 21 may
overcome that of the receiving lever 1, although the receiving lever-spring 1 d is
necessarily of greater strength than the working lever spring 2d the face 24
against which the working lever 2 bears is less abrupt than the face 23 on which
the receiving lever 1 bears or the bolt of the working lever may be shortened so as
to bear with greater leverage on the detaining catch.
The operation of the apparatus shown in Figure 16, is as follows:-
The lever 2 being in constraint by the catch 21 the swing of the motor-lever L

page_text: by either the compression or extension of the draw-bar causes a pull of the chain 8
which rotates the pulley 88, and the turning of the crank 90; In making a half
revolution this crank through the chain 8a, draws the receiving lever I into
constraint and is itself carried past its farther centre. The engaging faces of the
spring bolt 1 a, and of the catch 21 are sloped so that the catch is prevented from
rotating by the stress of the receiving lever, which engages with straighter faced
slopes between its bolt and catch than is the case with the working lever 2, it
being so arranged to secure a reduced stress upon the catch from the stronger
spring 1 d, a stress which the weaker spring 2d can overpower when permitted
to oscillate the catch for its escapement. The latch 28 is drawn out by the
magnet 36 so that the latch and catch engage at 30 and 30 a. By breaking the
magnetic current, the latch drawn by the spring 37, releases the catch and it
turns and frees the working lever 2, which recoils and applies the brakes, through
the chain or rod 20 and any usual or suitable system of brake levers. Whenever
the magnetic current is re-established, the latch which has been engaged at 31
and 31 a lets free the catch, and it under stress by the receiving lever 1, rotates
and sets this lever free. It in recoiling pulls the working lever 2 into constraint
and takes the brakes off. The following swing of the motor lever L by the
movement of the draw bar, draws chain 8, rotates pulley 88, turns crank 90, and
replaces the receiving lever and spring 1. 1 d. in constraint. So the breaks are let
on by breaking the magnetic current, and taken off by establishing it.
In all cases having spring bolts in the levers of the receiving and working
springs in passing the catches while being constrained have their spring bolt
shoved in by their pressure against the outer slopes upon the catch-arms, and
without the necessity of swinging the catch arms upon their pivot.
Any novel devices which are described or shown and not claimed or attempted
to be claimed in this application are claimed or attempted to be claimed in an
application of even date herewith or in earlier applications, or are reserved to be
claimed in future original applications.
Having thus described the nature of the said Invention and the mode in which
the same may be carried into effect I would have it understood that what I
claim is
1 The accumulator brake apparatus substantially as herein before described.
2nd A brake actuating apparatus, having two springs, one serving as an accumulator
to receive and store power derived from the rotation of the wheels, the other
receiving power from the first, when this is released and holding such power to
apply the brakes when it is itself released.
3rd The combination of a pair of spring levers, a connection with the wheel or
axle applying a strain to one of said levers by the rotation of the wheels, and a
connection between the levers applying strain to the second by the reverse
movement of the first lever when released.
•
4th A pair of levers moved in opposite directions by springs, catching and
tripping devices, acting alternately on said levers to lock and release the same, a
connection putting the spring of the first lever under strain by the rotation of the
wheels, a connection between the levers putting the spring of the second lever
under strain by the reverse movement of the first when released, and a connection
from the second lever applying the brakes-by the reverse movement thereof when
released.
5th In combination with a pair of levers or springs, a pivoted catch, the opposite
arms of which alternately receive and hold the levers or springs and a pivoted
keeper, which determines by its engagements the retention or release of the
respective levers or springs.
6 The combination of a pair of levers or springs, a pivoted keeper having two
teeth facing in opposite directions, said teeth having inclined faces which engage
with a latch, and a latch having notches set in reverse relation to the keeper for
controlling the movement of the same.
7th The combination of a pair of levers or springs, a vibrating catch or keeper

page_text: for alternately locking or holding the same under strain and a vibrating latch to
retain the catch or keeper against the pressure of the levers in opposite directions.
8th The combination with a pair of levers or springs of a latch controlling
the movements of a catch or keeper, which itself determines the retention or
release of the levers or springs and an electro-magnet controlling the said catch or
keeper.
9th An automatic car brake, having the corresponding ends of two brake beams
connected to opposite ends of rotating shafts mounted in the car timbers longi-
tudinally to the car, substantially as described.
10th A brake actuating apparatus having two springs, one connected with the
draw-bar or buffer serving as an accumulator, to receive and store power derived
from the movement of the draw bar or buffer, the other receiving power from the
first when this is released and holding such power to apply the brakes when it is
itself released.
11th A pair of levers moved in opposite directions by springs catching and
tripping devices acting alternately on said levers to lock and release the same, a
connection putting the spring of the first lever under strain by the movement of the
draw bar or buffer, a connection between the levers putting the spring of the second
lever under strain by the reverse movement of the first when released and a
connection from the second lever applying the brake by the reverse movement
thereof when released.
12th A releasing clutch composed of a shaft bearing a crank and a ratchet,
which ratchet by engaging with a pulley compels the shaft to rotate when the
pulley is rotated by stress from the draw bar or other source of power and permits
the crank to rotate independently of the pulley after it has passed its centre.
13th The combination of the releasing clutch with a receiving spring of a brake
actuating apparatus, substantially as set forth.
14th A brake apparatus having receiving spring strained by any suitable source
of power, a working spring strained by the recoil of the receiving spring and
serving to apply the brakes when released and a catch for holding the working
spring under constraint, controlled by a hand cord, or by air pressure or other
means at the will of the engineer or attendant.
In witness whereof I the said Benjamin Joseph Barnard Mills have hereunto
Bet my hand and seal this twenty ninth day of October, in the year of our Lord
One thousand eight hundred and eighty three.
BJ B. MILLS (L.S.)