Improvements in Brakes for Railway Wagons and the like.
Year: 1899

page_text: Date of Application, 12th May, 1899
Complete Specification Left, 12th Feb., 1900-Accepted, 24th Mar.; 1900
PROVISIONAL SPECIFICATION.
Improvements in Brakes for Railway Wagons and the like.
I, WILLIAM HUGGINS, of 20, Forest Park Road, Dundee, in the County of
Forfar, Scotland, Foreman Patternmaker, do hereby declare the nature of this
invention to be as follows:-
This invention relates to improvements in brakes for railway wagons and the
like, the object being to effectually and simultaneously or individually control
the brakes and retard the motion of the vehicles in a new and improved manner.
In carrying out my invention I preferably employ brakes which can be actuated
by a cross-shaft placed under the wagon and. between the two axles, its length
being sufficient to pass from side to side. On such shaft are mounted two or four
eccentrics, four being used if each wheel be provided with a brake block. Instead
of eccentrics I may use cams or snails and will describe later how such may be
used. The brake blocks are supported in the usual manner and the eccentric
rods are coupled to them; one eccentric, eccentric strap and rod being provided
for each brake block. The length of each eccentric rod may be adjusted by means
of a screw and nut or their equivalent, such adjustment being required because
An equivalent to the screw and nut adjustment
of the wear of the brake block.
may consist of an eccentric strap provided with a series of pin holes. The end
of the rod bears against a cam or snail on such eccentric strap and is retained in
the required position by means of its pin. The worm brake block is brought
forward by bringing another hole in the strap opposite the hole in the rod. When
such rod is coupled to its strap it is practically as if the rod and the strap were
one and its eccentric will cause it to move out or in according to the direction in
which it is rotated. Each eccentric is set in such a manner that when the block
is bearing hard against the wheel it will have to rotate still further before the
At each side of the vehicle, and on the
position of maximum throw is attained.
shaft, are two levers, their purpose being to enable the operator to set on and off
the brakes from either side at the time the continuous brake gear is uncoupled.
These levers are arranged to lie horizontally when the brakes are off, and thus
tend to keep them off, and to lie at an angle when they are on, their weight then
tending to keep them on. The actuating hand levers may be so arranged that
they may have to be lifted when putting on the brakes, or converselv.
If cams or snails be used instead of eccentrics I may so arrange them that they
may require to make one or more complete turns when moving the brake block
through its maximum travel, that is to say when the brake block is in its correct
5 position a part of a turn may set it in action, or conversely, and when it is worn
its snail can be turned sufficiently to take up such wear and then as before, a
part of a turn may be sufficient for the purpose in view. The end of the brake
rod is kept in contact with the snail by means of a groove, spring, or other suit-
able device. In some cases the mechanism may be so arranged that the snail
O must make more than one turn when actuating the brake, in which case hand
wheels or levers with duplex ratchets may be employed to actuate the cross-shaft.

page_text: When a number of wagons are coupled together to form a train, it is desirable
that the brakes be controlled from either the guards van, or the engine, or from
both simultaneously. In order to do so I mount on each wagon cross-shaft two
or four grooved pulleys, two if the actuating mechanism is only on one side of
the vehicle and four if it is on both. In practice it is advisable that the mech-
anism be on both sides, because then any one wagon can be coupled to any other,
even should they be turned end for end. Above each pair of pulleys is a sliding
rod which extends longitudinally from end to end of the wagon and to it is
coupled two inextensible bands or chains, their other extremities being fixed to
the pulleys, one to each, and so arranged in opposite directions that when the
sliding rod is moved in one direction the one band is unwound while the other
is wound still further upon its pulley. It will thus be seen that the movement
of the sliding rod. will cause the pulleys to rotate to the right or to the left and
so cause the cross-shaft to rotate and actuate the brakes. The adjacent sliding
rod moves in the opposite direction to the one described, should such be used.
Instead of bands and pulleys, I may use a rack and pinion in combination with
each sliding rod, the one rack being above its pinion while the rack in connection
with the neighbouring rod is underneath its pinion. Each rod is made exten-
sible within itself, that is to say each rod is made in two parts and coupled.
together with a spring which may be either in tension or compression, the purpose
being to allow of the wagons separating or coming together to some extent and
yet keep such involuntary movement from influencing the mechanism for actua-
ting the brakes, in other words the elasticity must first be absorbed before the
rods can actuate the brake mechanism. The rods are coupled to the neighbour-
ing rods on the adjacent wagons by means of suitable couplings, such as chains
and looks whose tension can be regulated by means of right and left hand screws.
The van, or the engine is provided with a standard bracket on which is mounted
a barrel, such barrel being actuated by any suitable motive power, or by means
of a hand wheel, a worm and worm wheel, wheel and pinion or their equivalent.
Upon and attached to this barrel are two inextensible bands or chains arranged
to act in opposite directions. The one band is led over guide pulleys and coupled
to the end sliding rod of one series, the other band being similarly attached to the
other series, means being provided for adjusting the two bands until they are
taut when in mid position. By rotating the barrel, the one band is wound and
the other unwound to the same extent, while at the same time all the series of
sliding rods are moved backwards or forwards according to the side of the train
they are on, and so all the brakes are actuated.
Sometimes instead of using a barrel and bands to actuate the sliding rods, I
may use a spur wheel with which gears two racks, one on each side of same, the
motion of such racks being communicated to the sliding rods by means of con-
necting rods, whose motion is transferred to such sliding rods by other connecting
rods, bell cranks, or spur wheels and racks.
Dated this 9th day of May 1899
GEO. C. DOUGLAS & Co.,
41, Reform Street, Dundee, Agents for Applicant.

page_text: 5
vention and in what manner the same is to be performed, to be particularly
escribed and ascertained in and by the following statement:-
This invention relates to improvements in brakes for railway wagons and the
ke, the object being to effectually and simultaneously or individually control
he brakes and retard the motion of the vehicles in a new and improved manner.
In carrying out my invention I preferably employ brakes which can be actuated
y a cross-shaft placed under the wagon and between the two axles, its length
being sufficient to pass from side to side. On such shaft are mounted two or four
ccentrics, four being used if each wheel be provided with a brake block. Instead
of eccentrics I may use cams or snails and will describe later how such may be
sed. The brake blocks are supported in the usual manner and the eccentric
ods are coupled to them, one eccentric, eccentric strap and rod being provided
for each brake block. The length of each eccentric rod may be adjusted by means
of a screw and nut or their equivalent, such adjustment being required because
of the wear of the brake block. An equivalent to the screw and nut adjustment
may consist of an eccentric strap-provided with a series of pin holes. The end
of the rod bears against a cam or snail on such eccentric strap and is retained in
the required position by means of its pin. The worm brake block is brought
forward by bringing another hole in the strap opposite the hole in the rod. When
such rod is coupled to its strap it is practicallyras if the rod and the strap were
one and its eccentric will cause it to move out or in according to the direction in
which it is rotated. Each eccentric is set in such a manner that when the block
is bearing hard against the wheel it will have to rotate still further before the
At each side of the vehicle, and on the
position of maximum throw is attained.
shaft, are two levers, their purpose being to enable the operator to set on and off
the brakes from either. side at the time the continuous brake gear is uncoupled.
These levers are arranged to lie horizontally when the brakes are off, and thus
tend to keep them off, and to lie at an angle when they are on, their weight then
tending to keep them on. The actuating hand levers may be so arranged that
they may have to be lifted when putting on the brakes, or conversely.
If cams or snails be used instead of eccentrics I may so arrange them that they
may require to make one or more complete turns when moving the brake block
through its maximum travel, that is to say when the brake block is in its correct
position a part of a turn may set it in action, or conversely, and when it is worn
its snail can be turned sufficiently to take up such wear and then as before, a
part of a turn may be sufficient for the purpose in view. The end of the brake
rod is kept in contact with the snail by means of a groove, spring; or other suit-
able device. In some cases the mechanism may be so arranged that the snail
must make more than one turn when actuating the brake, in which case hand-
wheels or levers with duplex ratchets may be employed to actuate the cross-shaft.
This part of my invention has been described in Specification No. 5879 of
A.D. 1898, and consequently I need not enter into a detailed description of such
part but will proceed to describe and illustrate the combination of mechanism for
simultaneously or individually controlling brakes of that type.
And in order that my said invention and the manner of performing or carry-
ing the same into effect or practice may be properly understood, I have hereunto
appended six sheets of drawings in which the same reference numerals are used
to indicate corresponding parts in all the figures where shown, that is to say:
Figure 1, (Sheet 1) is a plan showing part of a brake van and the body of a
O wagon fitted with the brake mechanism.
55
Figure 2, (Sheet 2) is a side elevation of same and Figure 3, (Sheet 2) is a
front elevation of the appliance for actuating the brakes from the van.
Figures 4, and 5, (Sheet 3) are a side elevation, to an enlarged scale, showing
the mode of actuating the brakes from the continuous connection, or sliding rod.
Figures 6, and 7, (Sheet 4) are details of the coupling used in connection with
the continuous connection or sliding rod.
Figures 8. 9. 10. and 11, (Sheet 5) are details of guide pulleys.

page_text: Figures 12, 13, and 14, (Sheet 6) are respectively a side elevation, a plan, and
an end view of equivalent mechanism to that illustrated by Figures 4, and
When a number of wagons are.coupled together to form a train, it is desirable
that the brakes be controlled from either the guards van 20, or the engine, or from
both simultaneously. In order to do so I mount on each wagon cross-shaft 21,
two or four grooved pulleys 22, two if the actuating mechanism is only on one
side of the vehicle and four if it is on both. In practice it is advisable that the
mechanism be on both sides, because then any one wagon can be coupled to any
other, even should they be turned end for end. Above each pair of pulleys is a
sliding rod 23, which extends longitudinally from end to end of the wagon and
to it is coupled two inextensible bands or chains 24, their other extremities being
fixed to the pulleys 22, one to each, and so arranged in opposite directions that
when the sliding rod 23, is moved in one direction the one band is unwound while
the other is wound still further upon its pulley. It will thus be seen that the
movement of the sliding rod will cause the pulleys to rotate to the right or to
the left and so cause the cross-shaft 21, to rotate and actuate the brakes. The
adjacent sliding rod, which is shown in the drawings, moves in the opposite direc-
tion to the one described, should such be used. Instead of bands and pulleys, I
may use a rack 25, and pinion 26, in combination with each sliding rod 23, the
one rack being above its pinion while the rack in connection with the neigh-
bouring rod is underneath its pinion. Each rod 23, is made extensible within
itself, that is to say each rod is made in two parts and coupled together with a
spring 27, which may be either in tension or compression, the purpose being to
allow of the wagons separating or coming together to some extent and vet keep
such involuntary movement from influencing the mechanism for actuating the
brakes, in other words the elasticity must first be absorbed, before the rods 23
can actuate the brake mechanism. The rods are coupled to the neighbouring rods
on the adjacent wagons by means of suitable couplings such as chains and hooks
whose tension can be regulated by means of right and left hand screws 20. The
van, or the engine, is provided with a standard bracket 29, on which is mounted
a barrel 30, such barrel being actuated by any suitable motive power, or by means
of a hand wheel 31, a worm 32, and worm wheel 33, or a wheel and pinion or their
equivalent. Upon and attached to this barrel 30, are two inextensible bands or
chains 34, arranged to act in opposite directions. The one band is led over guide
pulleys 35, and coupled to the end sliding rod 23, of one series, the other band
being similarly attached to the other series, means being provided for adjusting
the two bands until they are taut when in mid position. By rotating the barrel
the one band is wound and the other unwound to the same extent, while at the
same time all the series of sliding rods 23, are moved backwards or forwards
according to the side of the train they are on, and so all the brakes are actuated.
Sometimes instead of using a barrel and bands to actuate the sliding rods, T
may use a spur wheel with which gears two racks, one on each side of same, the
motion of such racks being communicated to the sliding rods by means of con-
necting rods whose motion is transferred to such sliding iods by other connecting
rods, bell cranks or spur wheels and racks.
36 are hand levers for actuating the shaft 21, and may be used when the wagon
is detached.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:
(1) In brakes for railway wagons and the like, the combination of cross-shafts
with duplex pulleys, inextensible bands or chains and sliding rods, substantially
as described and illustrated..
(2) In brakes for railway wagons and the like, the combination of cross-shafts
with racks and pinions, substantially as described and illustrated.
(3) In brakes for railway wagons and the like, the combination of brakes of the

page_text: type described in Specification No. 5879 of A.D. 1898, with duplex pulleys, inex-
tensible bands or chains, or racks and pinions, sliding rods, springs and mech-
anism for actuating same, substantially as described.
(4) In brakes for railway wagons and the like, the construction, combination
and arrangement of parts, substantially as described and illustrated in the accom-
panying drawings.
GEO. C. DOUGLAS & Co.,
Chartered Patent Agents, 41, Reform Street, Dundee,
Agents for Applicant.