Improvements in or appertaining to the Mounting or Suspending of Brake Blocks for Railway Carriages and Wagons, Tramcars, or the like.
Year: 1890

page_text: Date of Application, 18th July, 1890
Complete Specification Left, 8th Apr., 1891-Accepted, 9th May, 1891
PROVISIONAL SPECIFICATION.
Improvements in or appertaining to the Mounting or Suspending
of Brake Blocks for Railway Carriages and Wagons, Tramcars,
or the like.
A communication from abroad by GIUSEPPE ZARA, of Florence, in the Kingdom
of Italy.
I, WILLIAM PHILLIPS THOMPSON, F.C.S., M.I.M.E., of the Agency for
Foreign Patent Solicitors, 6, Lord Street, Liverpool and 6, Bank Street,
Manchester, both in the County of Lancaster, and 323, High Holborn in the
County of Middlesex, Civil Engineer, do hereby declare the nature of this
invention to be as follows:-
The present invention has for its object a new system of mounting or suspending
brakes on railway carriages, wagons, tramway cars or the like.
This method of suspension is such that, during the action of the brake-blocks on
the wheels, that is to say, while the block acts on the vehicle, the play of the
springs remains quite free whilst avoiding the shocks and jars which are produced
when the ordinary means for suspending brakes is adopted and which cause material
damage, all of which are of annoyance to travellers.
The novelty of the system consists in the fact that the strains act on the vehicles
horizontally instead of vertically as in the ordinary way of suspending brake
blocks.
The foregoing principle may be carried out in various ways, and the system
may receive various applications according to the different types of material to
which it is applied.
In this description, some of the more general and characteristic applications or
arrangements, which are represented in Figures 1, 2 and 3, will be given.
In each of the above mentioned arrangements will be found the three points A B
and C, which are also shown in the diagrammatic Figure 4. On examining this
latter, it will be seen that the horizontal strains F and F', generally, relatively
equal to one another, act on line A B and should produce the stoppage of the
wheel D. The movement of rotation of the wheel, by reason of the friction of the
blocks, gives place to vertical strains fand fl of a contrary direction, and it is
these strains or forces which form the object of the problem.
In separating the strains or forces f and f' into two components, of which the
one is horizontal and the other directed towards C, the directions of these
components will be on the lines A B and A C for the force f and A B and B C
for the force f¹.
In constructing the parallelogram of forces at the point A there are for ƒ the
components and y, and in the point B for the components x and y¹.
The forces and are horizontal, and y y' having relation to the point C give
a result R, which has a horizontal direction.
After having thus given the theoretical action of the forces, it is necessary to
understand the diverse arrangements to which they can be applied.
In that shown in Figures and 2, the strains y and y' are transported from A
and B into C by means of the rods t and t', which directly support the brake-
blocks. As to the effect of the resultant R, it is neutralised by the rod g (Figure 1)
which is connected to the frame of the carriage by the pivot O and pivoted at C, or
as seen in Figure 2, it is neutralised by a roller mounted at the upper end of the
support and which is retained between guides 99. The strains & and a¹ (Figure 4)
unite with the strains F and F' by means of the ordinary pieces of mechanism of
the brake.

page_text: In Figure 2, the forces and r¹ act at m on the axle-box or rather on the axle
guard through the rod g which is pivoted at m' and n' in a similar manner to that
which gives place to the result R in Figure 1.
In each of these arrangements, the brake is supported by a rod r mounted on the
grease-box either as in Figures 1 and 2 or in any other manner.
The rod r may
As in
be forged in one piece with the clip or frame of the spring of the vehicle.
Figure 3 represents an analogous arrangement to the preceding ones, in which
the blocks are suspended from a balance lever G G by means of rods t t.
the preceding arrangements, the strains are horizontal and applied at the points C
and m of the wagon.
The balance lever is supported on the axle-box and it may
be in a single piece with it; in that case, the rod g may be done away with.
Besides the arrangements shown on the drawings, several others can be worked
out; for instance, by adopting the arrangement in Figure 2 and suspending the
block by means of the rods t t as in Figure 3. But it is impossible and superfluous
to show all the variations of the invention which have for their object the trans-
formation into horizontal forces of the vertical forces produced by the action of the
brake.
The three arrangements shown giving identical results, it will be only necessary
to examine Figure 3 for the effects of the elasticity of the suspension-spring during
the action of the brake.
In order that the spring may oscillate, it is necessary that the body of the
vehicle may drop or rise without resistance. The points where the body is in
contact with the mechanism of the brake in the arrangement in Figure 3 are two in
number, one at C and the other at m. At C there can only be created a very
feeble resistance owing to the roller which can freely turn on its axis in the
interior of the guide 9 9. The point m is only subjected to very little vertical
displacement from which there could only result very little inclination of the rod g,
the corresponding springs being in practice completely done without.
The same remarks may be applied to the other arrangements.
The aforesaid arrangements may just as well be applied to brakes with a single
block, in this case the support would have to undergo a vertical strain.
Dated this 17th day of July 1890.
WM. P. THOMPSON & Co.,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in or appertaining to the Mounting or Suspending
of Brake Blocks for Railway Carriages and Wagons, Tramcars,
or the like.
A communication from abroad by GIUSEPPE ZARA, of Florence, in the Kingdom
of Italy.
I, WILLIAM PHILLIPS THOMPSON, F.C.S., M.I.M.E., of the Agency for
Foreign Patent Solicitors, 6, Lord Street, Liverpool, and 6, Bank Street,
Manchester, both in the County of Lancaster, and 323, High Holborn, in the
County of Middlesex, Civil 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:-
The present invention has for its object a new system of mounting or suspending
brakes on railway carriages, wagons, tramway cars or the like.
This method of suspension is such that, during the action of the brake-blocks on
the wheels, that is to say, while the block acts on the vehicle, the play of the
springs remains quite free whilst avoiding the shocks and jars which are produced
when the ordinary means for suspending brakes is adopted and which cause material
damage, all of which are of annoyance to travellers.

page_text: The novelty of the system consists in the fact that the strains act on the
vehicles horizontally instead of vertically as in the ordinary way of suspending
brake blocks.
The foregoing principle may be carried out in various ways, and the system may
receive various applications according to the different types of material to which it
is applied.
In this description, some of the more general and characteristic applications or
arrangements, which are represented in the drawings filed with the Provisional
Specification will be given.
In each of the above mentioned arrangements, on referring to Figures 1, 2 and 3
will be found the three points A B and C, which are also shown in the diagrammatic
Figure 4. On examining this latter, it will be seen that the horizontal strains F
and F', generally, relatively equal to one another, act on line A B and should
produce the stoppage of the wheel D. The movement of rotation of the wheel,
by reason of the friction of the blocks, gives place to vertical strains f and " of a
contrary direction, and it is these strains or forces which form the object of the
problem.
In separating the strains or forces f and f¹ into two components, of which the
one is horizontal and the other directed towards C, the directions of the components
will be on the lines A B and A C for the force and A B and B C for the
force f¹.
In constructing the parallelogram of forces at the point A there are for f the
components & and y, and in the point B for f¹ the components al and y'.
X
The forces and r¹ are horizontal, and y y' having relation to the point C give a
result R, which has a horizontal direction.
After having thus given the theoretical action of the forces, it is necessary to
understand the diverse arrangements to which they can be applied.
In that shown in Figures 1 and 2, the strains y and y¹ are transported from A
and B into C by means of the rods t and t, which directly support the brake-blocks.
As to the effect of the resultant R, it is neutralised by the rod g (Figure 1) which
is connected to the frame of the carriage by the pivot O and pivotted at c, or as
seen in Figure 2, it is neutralised by a roller mounted at the upper end of the
support rand which is retained between guides 99. The strains x and x' (Figure 4)
unite with the strains F and F¹ by means of the ordinary pieces of mechanism of
the brake.
In Figure 2, the forces x and x act at m on the axle-box or rather on the axle
guard through the rod g which is pivotted at m² and n¹ in a similar manner to that
which gives place to the result R in Figure 1.
In each of these arrangements, the brake is supported by a rod r mounted on the
grease-box either as in Figures 1 and 2 or in any other manner.
The rod r may
be forged in one piece with the clip or frame of the spring of the vehicle.
Figure 3 represents an analogous arrangement to the preceding ones, in which
the blocks are suspended from a balance lever G G by means of rods t t. As in
the preceding arrangements, the strains are horizontal and applied at the points C
and m of the wagon. The balance lever is supported on the axle-box and it may
be in a single piece with it; in that case, the rod g may be done away with.
Besides the arrangements shown on the drawings, several others can be worked
out; for instance, by adopting the arrangement in Figure 2 and suspending the
block by means of the rods t t as in Figure 3. But it is impossible and superfluous
to show all the variations of the invention which have for their object the trans-
formation into horizontal forces of the vertical forces produced by the action of the
brake.
The three arrangements shown give identical results, it will be only necessary to
examine Figure 3 for the effects of the elasticity of the suspension-spring during
the action of the brake.
In order that the spring may oscillate, it is necessary that the body of the vehicle
may drop or rise without resistance. The points where the body is in contact with

page_text: the mechanism of the brake in the arrangement in Figure 3 are two in number, one
at C and the other at m. At C there can only be created a very feeble resistance
owing to the roller which can freely turn on its axis in the interior of the guide q 9.
The point m is only subjected to very little vertical displacement from which there
could only result very little inclination of the rod g, the corresponding springs being
in practice completely done without.
The same remarks may be applied to the other arrangements.
The aforesaid arrangements may just as well be applied to brakes with a single
block, in this case the support would have to undergo a vertical strain.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, as communicated to me by
my foreign correspondent, I declare that what I claim is :-
1. The improved method substantially as hereinbefore described and shown of
mounting or suspending the brake blocks of vehicles of any kind, whereby the
forces, which act on the periphery of the wheels to cause the stoppage, can be
diverted according to the direction of the parts forming the suspending mechanism
in such a way as to cause no vertical strain, or vertical strains of little importance
for the frame.
2. The improved apparatus for mounting or suspending the brake blocks of
vehicles of any kind, constructed and arranged substantially as hereinbefore
described and as illustrated on the accompanying sheet of drawings.
Dated this 7th day of April 1891.
WM. P. THOMPSON & Co.,
Agents for the Applicant.