IMPROVEMENTS IN AND CONNECTED WITH THE CONSTRUCTION AND WORKING OF BRAKE-APPARATUS FOR USE IN OR ON RAILROAD ROLLING-STOCK
Year: 1880

page_text: LETTERS PATENT to Bristow Hunt, of Serle Street, Lincoln's Inn, in the
County of Middlesex, Gentleman, for an Invention of "IMPROVEMENTS IN AND
CONNECTED WITH THE CONSTRUCTION AND WORKING OF BRAKE-APPARATUS
FOR USE IN OR ON RAILROAD ROLLING-STOCK." A communication from abroad
by William Dana Ewart, of Chicago, State of Illinois, United States of
America.
PROVISIONAL SPECIFICATION left by the said Bristow Hunt at the
Office of the Commissioners of Patents on the 7th August 1880.
BRISTOW HUNT, of Serle Street, Lincoln's Inn, in the County of Middlesex,
Gentleman. "IMPROVEMENTS IN AND CONNECTED WITH THE CONSTRUCTION AND
WORKING OF BRAKE-APPARATUS FOR USE IN OR ON RAILROAD ROLLING-STOCK."
A communication from abroad by William Dana Ewart, of Chicago, State of Illinois,
United States of America.
This Invention relates to certain improvements in and connected with the
construction and working of brake apparatus for use in or on railroad
rolling stock.
Among the many arrangements of apparatus which have hitherto been devised
for applying brakes or brake shoes to the treads of wheels of railroad rolling stock,
some have effected the desired object automatically, i. c., solely by the movements
and action of the carriages of the train; others have required that the application
should be effected wholly by the engine driver or others in charge of the train,
and others have required that the application of the brakes should be effected
under certain circumstances by the person or persons in charge of the train, and
under other circumstances (as, for instance, in the case of a severance or disconnection
in the train) automatically, while the motive power used in the application of the
brakes has been derived in some cases from some motor independent of the motivo
power of the train, in other cases from the engine or driver of the train, and in
other cases the inertia and momentum of the train or of some of the moving parts
have been utilized, as the source from which to derive the motive power for the
brakes.
The principle of this Invention, however, consists in the utilization of the
frictional contact of the brake-shoes and wheel-treads in inducing the rotation of the

page_text: wheels to act upon the brake-shoes when presented in slight contact therewith so
as to draw or bring the parts into more forcible contact, for the purpose of causing
the brake shoes to act in turn on the wheels and stop the rotatation thereof.
This mode of operation may be carried out in various ways, but the arrange-
ments of mechanisin hereinafter described have been experimentally found to be of
great practical advantage.
To the lower side of an under cross-beam, bolted to the floor of the car-truck, are
securely bolted boxes carrying a rock-shaft, upon which near the ends are securely
fastened brake-carrying frames, and upon which also at another point is securely
fastened the lower end of a vibratory arm or lever by which it may be rocked or
partially rotated in either direction. The brake shoes which bear upon the treads
of the wheels are hung in the brake carrying frames, as hereinafter explained.
To one side of the said cross beam is secured the lower end of a strong bar spring,
the upper end of which engages with a laterally projecting lug of the vibratory
arm or lever, and tends to retain it in its normal position.
According to one modification of this Invention, certain means are employed as
hereinafter described, in connection with the usual buffer bars of the car, for
adjusting the brake frame and shoes in position to operate.
Each brake-carrying frame is keyed to or otherwise made fast on the rock shaft,
and is formed or provided with laterally projecting lugs or portions in which are
arranged set screws, provided with jamb nuts and operating as adjustable stops,
being arranged near each end of the frame, so as to come into contact with the
underside of one of the longitudinal side frame-bars of the car, and control the
extent of vibration or movement of the frame about its axis of motion on the rock
shaft.
In each end of each frame is arranged a sliding shaft or stud, which carries at its
projecting end a head piece or bearer having two parallel arbors, upon one or the
other of which the brake-shoe takes a pivotal bearing or has its fulcrum according
to the direction in which it works.
The inner end of each stud is surrounded by a rubber spring block, or by a
spiral spring contained within the frame; the stud is also provided with two
threaded nuts, one of which serves as a stop to control the extent to which the
stud can move outwards, the other of which operates to bear upon the rubber or
other spring.
Each brake shoe is recessed centrally at its back side in the direction of its length
for the accommodation of the bearing head piece of the stud, and has also two scini-
cylindrical concavities running cross-wise, for the accommodation of the two
fulcral arbors, hereinbefore referred to, and on one or the other of which the brake-
shoe turns and bears when operating to brake the wheels of the car.
The operation of the brake mechanism thus far described is as follows:-When
in a state of inaction none of the brake shoes are in contact with the peripheries of
the wheels, being kept therefrom by the strong bar spring, which in its normal
position causes the said vibratory arm or lever to hold the rock-shaft so as to cause
the frames to withold the brake shoes from the wheels.
When it is required to apply the brakes, the upper end of the said lever is
vibrated in one direction or the other (according to the direction in which the car
may be moving), and the frames are thus turned or oscillated about their centre
of motion to an extent just sufficient to throw the brake shoes into frictional
contact with the peripheries of the wheels, when, by reason of such frictional
contact or coaction between the parts, the moving peripheries of the wheels will
operate upon the brake-shoes to draw them still further round, thus increasing the
friction on the wheel faces, and effecting the proper retardation thereof to cause the
stoppage of the car.
The fulcral or pivotal point of support of each brake shoe being in this drawing
action brought nearer to a right line intersecting the axis of the wheel to which the
brake is being applied and the axis of the rocking shaft, and in proportion as
these pivotal points approach these intersecting lines, the degree of pressure of the

page_text: brake shoes on the wheels increases in a very rapid ratio.
As the frames which
carry the shoes and the wheels respectively oscillate and rotate about fixed axes of
motion, more or less endwise movement of the studs must occur during the above
described action of the parts, and this is permitted by reason of the studs being free
to slide endwise in the frames, and by reason of the encircling springs, the
adjustable stop nuts operating to limit the outward sliding movement of the
studs, and to regulate the compression and reactive force of the springs which
tend to force the studs outwards.
The extent of oscillation of the frames is however so controlled as to prevent
the said pivotal points coming quite into the right lines hereinbefore referred to,
which would be a position of disadvantage, and for this purpose the set-screw stops
bereinbefore mentioned are used, and by the proper adjustment thereof, according
to the condition and wear of the parts, the whole arrangement is kept in a
condition of adjustment, such that when turned in either direction the frames will
be stopped from moving too far by the end of one or the other of the screws coming
into contact with the said rigid bur of the truck frame.
Supposing the car to have been stopped, the instant the wheels cease to rotate
the strong bar spring exerting its influence upon the vibratory arm or lever, and
assisted in the initial movements by the natural reactive movement of the wheels
as they assume rest, effects the necessary turning of the shaft to bring all the parts
back to a position of inaction.
When in continued use the nuts and other adjusting parts may be set to
compensate for the wear of the parts. By reason of the capacity of the studs
to move endwise, and by the combination therewith of the springs as described,
the brake shoes operate with a yielding or slightly elastic pressure, which is
important both to compensate for any irregularities of surface in the peripheries of
the wheels, and to assist the automatic releasement of the shoe and wheel surfaces
from forcible contact with each other.
The vibratory arm or lever may be actuated for the purpose described, either by
the engineer or other attendant of the train or directly by the cars of the train, by
which will now be described, reference firstly being had to the
means requiring actuation by the engine-driver, and secondly to the automatic
arrangement.
the means
To the vibratory arm or lever near its upper end is connected one end of a pull
rod, the other end of which is connected to a crank on the lower end of a vertical
shaft, which is arranged to turn freely in a stand bolted or otherwise secured to
one end of the truck frame. In box cars this shaft would extend up the end, and
the mechanism be on the top of the car. On the upper end of the shaft is keyed
fast a lever, which by preference is formed with a handle, at and on the lower side
of which is mounted a small sheave or grooved pulley. At the same end of the
truck frame, and a short distance from the stand is secured another and somewhat
similar stand, in which is arranged (to turn freely) a shaft or spindle, to the upper
end of which is made fast one end of an arm or plate on the upper surface of which
are mounted two small pulleys or sheaves. The arrangement of the lever and arm
or plate is such that they may move one immediately over the other in parallel
planes, the lever being uppermost, the pulleys all lying in the same horizontal
plane. The relative arrangement of these small pulleys is such that when a cord
is passed round about them in the proper manner, it may be made by a pull upon
it to slightly vibrate the lever and arm. The arm has formed on its upper surface
a curved rib, at each extremity of which is located one of its pulleys, and against
which works the pulley of the lever.
The cord has one of its ends secured at any convenient point to the rear portion
of the hindermost car of the train, and passes thence partially around one of the
pulleys of the arm, then partially around the pulley of the lever, then partially
around the other pulley, forming a sort of loop, and and so on to the engine, or to
where the engine driver or other attendant can manage it.
If the cord be pulled slightly in one direction, the effect will be to turn the lever

page_text: from its normal position to another position, thus causing the shaft of the lever to
turn the crank and pull rod in the proper direction and to the proper extent to
vibrate the arm of the brake mechanism, in the manner hereinbefore described, and
set the brake shoes in frictional contact with the peripheries of the car wheels.
The brakes having been thus set, the cord is released or left free, and when the
automatic releasement of the brakes occurs (in the manner already explained) the
lever, arm, cord, and other devices resume their original positions ready for re-use. In
backing the train, the cord is worked from the opposite direction, and the forward
motion of the train may be slightly retarded by thus pulling the cord in a
rearward direction.
Any slack in the cord is taken up by the initial pull thereon, and by continuing
the pull the brakes are set. In a train of cars the pull-cord for the whole train
may be made by coupling together (as the pull-cords are united) a separate cord
for cach car.
If after having drawn the cord taut enough to take out the slack of
all the loops, it be further pulled or taken up to only a part of the extent to which
it is possible to take it up, only a part of the brakes of the whole train will be set,
and sometimes it may be desirable to so only partially brake the train.
The forward end of the brake cord may be attached to a reel or some convenient
device at the engine, or wherever the cord is to be pulled from, so that the engine
driver or attendant can conveniently and rapidly take up and let out the rope as
occasion requires.
One great advantage of such an arrangement of brake setting mechanism, as is
herein before described, is that in the operation of setting the brakes, those of the
hindmost car of the train would be set first, and then the next forward car, and so
on toward the engine, which is more desirable in many instances than permitting
the momentum of the rearward cars to cause a running together of the cars, or to
partially overcome the train stopping tendency of slacking-up the engine.
As in any brake mechanism in which the brakes are applied by means of a train
cord, any parting of the cars of the train will necessarily pull the cords and set the
brakes.
In the automatic brake-setting mechanism, to which reference is now made, this
order of setting the brakes of the successive cars would be reversed.
In the automatic contrivance the vibratory arm or lever is made or provided
with a curved portion which is toothed on the top to form a sector, the centre of
which is coincident with the axis of motion of the rocking shaft. At one side of
this toothed sector is arranged a double stand securely fastened to the upper surface
of one of the cross beams of the truck frame, and made with two loop like parts
which serve as guides to two rods which are attached at their more distant ends to
the buffer-bars of the truck, while at their adjacent ends they pass through and are
held and guided laterally in the said loop-like parts of the stand.
At the adjacent ends each of the bars or rods is bevilled off. from its top down-
ward to the end, and has near its end a laterally projecting lug or short stud, the
lower edge of which is knife like, so as to adapt it to drop down into any one of
the spaces between the teeth of the said sector, and the conformation of that
portion of stand on which each of the adjacent ends of the bars rests is such as to
act as a surface cam to permit the descent of the stud and to elevate it, as the rod
may be moved end wise thereover,
The operation of this brake setting mechanism is as follows:--Suppose the parts
to be in an inactive position, that is, so adjusted by the centreing spring of the
vibratory arm or lever as that the brakes are out of contact with the wheels.
Now if the engine be suddenly slacked up (or reversed) so that the nearest buffer
of the first following car be pressed, this movement of the buffer-bar will thrust
back the rod or bar in the connection therewith, so that its stud will descend into
engagement with the teeth of the said sector, and will move the latter on its axis of
motion, thus rocking the shaft and throwing the brakes into an operative condition,
the stud of the rod passing out of engagement with the sector during the latter
part of its movement.

page_text: In thus changing its position the rod passes beneath the free end of the other
brake rod, and lifts it into such a position as that any subsequent endwise
movement thereof may occur without producing any effect on the sector.
When the movement of the car ceases, or its direction is changed, the brakes
release themselves, there being then no impediment to a resumption of its normal
position by the sector, and at the same time the spring buffers resuming their former
positions, the brake rods return to their original positions, all the parts thus
resuming their inactive positions. If the train be then backed, the brake rods will
of course be moved in the same manner and to the same positions relatively to each
other and to the sector as just explained in the case of the retardation of the
train, and the same movement of or effect on the sector will therefore be reproduced
by the stud of the brake rod; but as the wheels of the car will now be rotating in
an opposite direction, the brake-shoes will not co-act with them, but will be
repelled thereby in lieu of being drawn into frictional engagement therewith, and
the sector will immediately after its disengagement from the said stud resume its
position of inactivity, and be left free from any subsequent action that may be
required of it, while the brake rods will be forced to remain as they are.
The moment the engine slacks up (on the backing train), the first effect is the
separation of the cars and the consequent pulling out of the buffer bar, which
causes the brake bars to be drawn back to their normal positions, in resuming
which the lowermost rod has its stud thrown into engagement with the said sector,
and moving it in a direction opposite to that in which it moved it when the train
began to back, thus effects the adjustment of the brakes to that relation with the
wheels which enables the lattor to take the necessary hold on them, and draw
them into the necessary contact to stop their rotation, and consequently the
movement of the backing train, after which the parts all resume their first described
relative positions.
From the foregoing description, it will be seen that to whichever end of the train
the engine may be attached, and that whether the engine be pulling or pushing the
train, the described automatic brake mechanism will bo equally operative in its
functions, and for the purposes of checking either a forward or backward motion of
such train.
In lieu of having the brake mechanism adapted to work as hereinbefore
described, the construction and arrangement of the parts might be such as that the
action of the brake-shoes in being applied to the wheels would tend to force the
car wheel axles toward each other.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Bristow Hunt in the Great Seal Patent Office on the 5th February
1881.
BRISTOW HUNT, of Serle Street, Lincoln's Inn, in the County of Middlesex,
Gentleman. "IMPROVEMENTS IN AND CONNECTED WITH THE CONSTRUCTION AND
WORKING OF BRAKE-APPARATUS FOR USE IN OR ON RAILROAD ROLLING-STOCK."
(A communication from abroad by William Dana Ewart, of Chicago, State of Illinois,
United States of America.)
This Invention relates to certain improvements in and connected with the
construction and working of brake apparatus for use in or on railroad rolling-
stock.
Among the many arrangements of apparatus which have hitherto been devised
for applying brakes or brake shoes to the treads of wheels of railroad rolling-stock
some have effected the desired object automatically, that is, solely by the movements
and action of the carriages of the train, others have required that the application
should be effected wholly by the engine-driver or others in charge of the train,
and others have required that the application of the brakes should be effected
under certain circumstances by the person or persons in charge of the train,
and under other circumstances (as for instance in the case of a severance or
disconnection in the train) automatically, while the motive power used in the
application of the brakes has been derived in some cases from some motor
independent of the motive power of the train, in other cases from the engine or
driver of the train, and in other cases the inertia and momentum of the train or
of some of the moving parts, have been utilized as the source from which to derive
the motive power for the brakes.
The principle of this Invention however consists in the utilization of the frictional
contact of the brake-shoes and wheel-treads, in inducing the rotation of the wheels
to act upon the brake-shoes when presented in slight contact therewith, so as to
draw or bring the parts into more forcible contact for the purpose of causing the
brake-shoes to act in turn on the wheels and stop the rotation thereof.
This mode of operation may be carried out in various ways, but the arrangements
of mechanism hereinafter described have been experimentally found to be of great
practical advantage.
Fig. 1 on Sheet 1 of the annexed Drawings (which are illustrative of the present
Invention) represents a top view of the truck and portion of the frame of a car
having the improved brake mechanism with one form of what the inventor
designates the "setting mechanism" applied thereto. Fig. 2 represents a side view
of the same; Fig. 3 represents (on an enlarged scale) a partial section at the
line x, x, Fig. 1; Fig. 4 represents a bottom view of Fig. 2; Fig. 5 represents (on
an enlarged scale) a skeleton sectional view showing the brakes set for one direction
of movement of the car; Fig. 6 represents a similar view, but showing the brakes set
for an opposite direction; Figs. 7, 8, and 9 represent detail views (on an enlarged
scale) of the contrivance for moving the brake-setting rod, and which is operated
by the brake-cord; and Fig. 10 represents (on a reduced scale) an arrangement
of a series of cars, the brakes of which are operated by one cord under the control
of the engine-driver,
Fig. 11, Sheet 2, represents a top view of a truck having the improved brake
applied thereto, but showing another means of setting the brake for use, through
the medium of the buffer bars of the cars acting automatically; Fig. 12 represents
a bottom view of the same; Fig. 13 represents a longitudinal vertical section of the
same at the line y', y¹, Fig. 11; Figs. 14, 15, 16, and 17 represent detail views,
the parts being shewn in various positions and illustrating the operation of the

page_text: adjusting mechanism, and Fig. 18 represents a skeleton view showing a modified
arrangement of the brake shoes with the wheels.
On the accompanying Drawings A represents a portion of the frame of an
ordinary four-wheeled car-truck provided with the usual axles B and wheels C.
The
To the lower side of an under cross-beam D bolted to the floor of the car-truck
are securely bolted boxes or bearings E carrying a rock-shaft F, upon which, near
the ends, are securely fastened the brake-carrying frames G, and upon which also
at another point is securely fastened the lower end of a vibratory arm or lever H,
by which it may be rocked or partially rotated in either direction.
brake shoes I which bear upon the treads of the wheels are hung in the brake
carrying frames as hereinafter explained. To one side of the cross-beam D is
secured the lower end of a strong bar-spring J, the upper end of which engages
with a laterally projecting lug K of the arm or lever H, and tends to retain it in
its normal position.
According to one modification of this Invention certain means are employed, as
hereinafter described, in connection with the usual buffer bars L of the cars for
adjusting the brake frame and shoes in position to operate. Each brake carrying
frame G is keyed to or otherwise made fast on the rock-shaft F, and is formed or
provided with laterally projecting lugs or portions in which are arranged set
screws a provided with jamb nuts 6 and operating as adjustable stops, being
arranged, as shown, near each end of the frame G so as to come into contact with
the underside of one of the longitudinal side frame-bars M of the car, and control
the extent of vibration or movement of the frame G about its axis of motion on
the rock-shaft F. In each end of each frame G is arranged a sliding shaft or
stud c which carries at its projecting end a head-piece or bearer d, having two
parallel arbors e, upon one or the other of which the brake shoe I takes a pivotal
bearing or has its fulcrum according to the direction in which it works. The
inner end of each stud c is surrounded either by a rubber spring block g (as shown
at Fig. 3) or by a spiral spring (as shown at Fig. 13) contained within the frame G;
the stud is also provided with two threaded nuts 1, 2, the former of which serves
as a stop to control the extent to which the stud can move outwards, and the
latter of which operates to bear upon the rubber or other spring g, see Fig. 3.
Each brake-shoe I is recessed centrally at its back side in the direction of its
length for the accommodation of the bearing head-piece d of the stud c, and has
also two semi-cylindrical concavities running crosswise for the accommodation of
the two fulcral arbors e, hereinbefore referred to, and on one or the other of
which the brake shoe I turns and bears when operating to brake the wheels of the
car.
The operation of the brake-mechanism thus far described is as follows:-When
in a state of inaction, as shown in Figs. 2 and 3, none of the brake shoes are in
contact with the peripheries of the wheels, being kept therefrom by the strong bar-
spring J, which in its normal position causes the vibratory arm or lever H to hold
the rock shaft F so as to cause the frames G to withold the brake-shoes from the
wheels.
When it is required to apply the brakes the upper end of the lever H is vibrated
in one direction or the other (according to the direction in which the car may be
moving), and the frames G are thus turned or oscillated about their centre of
motion, the shaft F, to an extent just sufficient to throw the brake-shoes into
frictional contact with the peripheries of the wheels C, when by reason of such
frictional contact or coaction between the parts the moving peripheries of the
wheels will operate upon the brake-shoes to draw them still further round, thus
increasing the friction on the wheel and effecting the proper retardation thereof to
cause the stoppage of the car.
This operation of the application of the brakes will be more completely
understood on reference being had to Figs. 5 and 6 and to the following description
thereof:-Referring to Fig. 5 it will be seen that with the car moving in a
direction which would cause the wheels C to rotate in the direction indicated by

page_text: the arrows, the application of the brakes must be effected by moving the upper
end of the arm H in the direction indicated by its arrow, and so that the frame G
will be turned (by the shaft F) into the position shown, in which the brake-shoe I
at the right hand side of Fig. 5 is moved downward against the periphery of its
wheel, and so as to turn upon and be supported in its thrust against the wheel by
the upper one of its two fulcra e, while the brake-shoe I at the left of Fig. 5 is
moved upward against its wheel, and turns upon and is supported in its thrust
against the wheel by the lowermost one of its two fulcra c; these fulcral and
sustaining arbors e in the cases of both brake-shoes constituting the enforcing
support furnished to the shoes by the head-pieces d of the short shafts or studs c.
It will of course be understood than when brought to this position the movement
of the wheels tends to make all the movable parts of the brake move still further
in the described direction, and that in their movements thus the fulcral or pivotal
point of support of each brake-shoe is drawn or brought nearer to a right line
intersecting the axis of the wheel to which the brake is being applied and the axis
of the rocking shaft F, and that in proportion as these pivotal points approach
these intersecting lines the degree of pressure of the brake-shoes on the wheels
increases in a very rapid ratio.
As the frames & which carry the shoes I and the wheels C respectively oscillate
and rotate about fixed axes of motion, more or less endwise movement of the
studs c must occur during the above described action of the parts, and this is
permitted by reason of the studs being free to slide endwise in their bearings in
the frames G, and by reason of the encircling springs g, the adjustable stop
nuts 1, 2, operating respectively to limit the outward sliding movement of the studs,
and to regulate the compression and reactive force of the springs which tend to
force the studs outwards. The extent of oscillation of the frames G is however so
controlled as to prevent the pivotal points e coming quite into the right lines
herein before referred to, which would be a position of disadvantage, and for this
purpose the set screw stops a herein befere mentioned are used, and by the proper
adjustment thereof, according to the condition and wear of the parts, the whole
arrangement is kept in a condition of adjustment such that when turned in either
direction the frames G will be stopped from moving too far by the end of one or
the other of the screws a coming into contact with the rigid bar M of the truck
frame.
Supposing the car to have been stopped; the instant the wheels cease to rotate
the strong bar spring J exerting its influence upon the vibratory arm or lever H,
and assisted in the initial movement by the natural reactive movement of the
wheels as they assume rest, effects the necessary turning of the shaft F to bring all
the parts back to a position of inaction.
When in continued use the nuts 1, 2, and other adjusting parts may be set to
compensate for the wear of the parts. By reason of the capacity of the studs d to
move endwise, and by the combination therewith of the springs as described, the
brake shoes operate with a yielding or slightly elastic pressure, which is important
both to compensate for any irregularities of surface in the peripheries of the wheels
and to assist the automatic releasement of the shoe and wheel surfaces from forcible
contact with each other.
As represented in Fig. 6, the positions of the parts are such as they would be
moved into by moving the arm H in a direction opposite to that just explained
with reference to Fig. 5; and for the purpose of braking the car when moving in
the other direction, the releasement of the brakes would be effected in the same
manner as described with reference to Fig. 5, except that in centreing the arm H
the action of the spring J would occur in an opposite direction.
The vibratory arm or lever H may be actuated for the purpose described, either
by means or devices designed to be managed by the engineer or other attendant of
the train, or by other means or devices designed to be wholly automatic and
operated by the cars of the train. The first mentioned means are illustrated in
Figs. 1, 2, 4, and 7 to 10, and will now be described. To the vibratory arm or

page_text: P
lever H near its upper end is connected one end of a pull rod O, the other end of
which is connected to a crank p on the lower end of a vertical shaft q, which is
arranged to turn freely in a stand P bolted or otherwise secured to one end of the
truck frame. In box cars this shaft would extend up the end and the mechanism
be on the top of the car. On the upper end of the shaft q is keyed fast a lever Q,
which by preference is formed with a handle at r, and on the lower side of which
is mounted a small sheave or grooved pulley t. At the same end of the truck
frame and a short distance from the stand P is secured another and somewhat
similar stand R, in which is arranged (so as to turn freely) a shaft or spindle S, to
the upper end of which is made fast one end of an arm or plate T on the
upper surface of which are mounted two small pulleys or sheaves . The
arrangement of the vibratory arms or levers Q and T is such that they may move
one immediately over the other in parallel planes, the lever Q being uppermost;
the pulleys t and x all lying in the same horizontal plane. The relative arrange-
ment of these small pullies will be best understood on reference being had to Figs. 1
and 7 to 9, and it is such that when a cord wis passed round about them in the
manner shown it may be made by a pull upon it to slightly vibrate the arms Q. T.
The arm T has formed on its upper surface a curved rib or feather y, at each
extremity of which is located one of its pulleys x, as shown, and against which
works the pulley t of the lever Q. The cord w has one of its ends secured at any
convenient point to the rear portion of the hindmost car of the train, and passes
thence partially around one of the pulleys a, then partially around the pulley t,
then partially around the other pulley x, forming a sort of loop, as shown, and so on
to the engine, or to where the engine-driver or other attendant can manage it. If
the cord w be pulled slightly in the direction indicated by the arrows in Figs. 1
and 10, the effect will be to turn the lever Q from its normal position (see Fig. 8)
to that shown in Figs. 9 and 10, thus causing the shaft q to turn the crank and
pull rod O in the proper direction and to the proper extent to vibrate the arm H of
the brake mechanism in the manner herein before described, and set the brake-shoes
in frictional contact with the peripheries of the car wheels (assuming, of course, that
the car is travelling in the direction indicated by the arrow at Fig. 1. The brakes
having been thus set the cord is released or left free, and when the automatic
releasement of the brakes occurs (in the manner already explained) the levers or
arm Q, T, cord w, and other devices resume their original positions ready for re-use.
In backing the train the cord is worked from the opposite direction, and the forward
motion of the train may be slightly retarded by thus pulling the cord in a rearward
direction. Any slack in the cord w is taken up by the initial pull thereon, and by
continuing the pull the brakes are set. In a train of cars the pull-cord for the
whole train may be made by coupling together (as the bell cords are united) a
separate cord for each car. If, after having drawn the cord taut enough to take
out the slack of all the loops it be further pulled or taken up to only a part of the
extent to which it is possible to take it up only a part of the brakes of the whole
train will be set, and sometimes it may be desirable to so only partially brake the
train. Fig. 10 illustrates this arrangement of the cords of several cars. The forward
end of the brake cord may be attached to a reel or some convenient device at the
engine or wherever the cord is to be pulled from, so that the engine-driver or
attendant can conveniently and rapidly take up and let out the rope as occasion
requires. One great advantage of such an arrangement of brake-setting mechanism
as just described is that in the operation of setting the brakes, those of the hindmost
car of the train would be set first, and then the next forward car, and so on toward
the engine, which is more desirable in many instances than permitting the
momentum of the rearward cars to cause a running together of the cars or to
partially overcome the train-stopping tendency of slackening-up the engine. As
in any brake mechanism in which the brakes are applied by means of a train-cord
any parting of the care of the train will necessarily pull the cord and set the
brakes.
In the automatic brake-setting mechanism, to which reference is now made, this

page_text: order of setting the brakes of the successive cars would be reversed. In this arrange-
ment the vibratory arm or lever H is made or provided with a curved portion H2,
which is toothed on the top at a² to form a sector, the centre of which is coincident
with the axis of motion of the rocking shaft F. At one side of this toothed sector is
arranged a double stand 2 securely fastened to the upper surface of one of the cross
beams D3 of the truck frame, and made as shown with two loop like parts 63 which
serve as guides to the inner ends of two rods c², the outer ends of which are
attached, as shown, to the buffer bars of the truck. At the inner ends each of the
bars or rods c² is bevilled off from its top downward to the end, and has near its
end a laterally projecting lug or short stud d², the lower edge of which is bevilled
or knife-like so as to adapt it to drop down into any one of the spaces between the
teeth of the sector a², and the conformation of that portion of the stand b* on which
each of the adjacent ends of the bars c² rests is such as to act as a surface cam to
permit the descent of the stud d² and to elevate it as the rod may be moved end wisc
thereover.
The operation of this brake-setting mechanism is as follows:-Suppose the parts
to be in an inactive position, that is, so adjusted by the centreing spring of the arm
or lever H as that the brakes are out of contact with the wheels, as shown in
Figs. 3 and 13, and the car to be moving in the direction indicated by the arrow
in Fig. 13. Now if the engine be suddenly slacked up (or reversed) so that the
nearest buffer of the first following car (say the one at the right hand side
of Fig. 13) be pressed, this movement of the buffer bar will thrust back the rod or
bar c² in connection therewith in the direction indicated by the arrow and into the
position shown in Fig. 15, and in making this movement the stud d' descends into
engagement with the teeth of the sector a² and moves the latter on its axis of
motion, thus rocking the shaft F and throwing the brakes into an operative
condition; the stud d² of the rod passing out of engagement with the sector during
the latter part of the movement of the rod. In thus changing its position from
that shown in Fig 13 to that shown in Fig. 15, the rod c³ passes beneath the free
end of the other brake-rod and lifts it into the position shown in Fig. 15, so that
any subsequent endwise movement thereof into the position shown, for instance,
in Fig 16, may occur without producing any effect on the sector a².
When the movement of the car ceases or its direction is changed, the brakes
release themselves, there being then no impediment to a resumption of its normal
position by the sector a², and at the same time the spring buffers resuming their
former positions the brake rods return to their original positions, as shown in Fig. 14,
all the parts thus resuming their inactive positions. If the train be then backed
the brake rods will of course be moved in the same manner and to the same
positions relatively to each other and to the sector a², as just explained in the case
of the retardation of the train, and the same movement of or effect on the
sector a will therefore be reproduced by the stud d of the brake-rod c²; but as
the wheels of the car will now be rotating in an opposite direction, the brake-
shoes will not co-act with them, but will be repelled thereby in lieu of being drawn
into frictional, engagement therewith, and the sector a² will immediately after its
disengagement from the said stud d² resume its position of inactivity and be left free
from any subsequent action that may be required of it, while the brake rods will be
forced to remain as they are, and all the parts will be in the positions shown in Fig. 16.
The moment the engine slacks up (on the backing train) the first effect is the
separation of the cars and the consequent pulling out of the buffer bars, which
causes the brake-bars to be drawn back to their normal positions, shown in Fig. 14,
and in resuming which the lowermost rod c² has its stud d² thrown into engagement
with the sector, and moving it (as shown in Fig. 17) in a direction opposite to that
in which it moved it when the train began to back, thus effects the adjustment of the
brakes to that relation with the wheels which enables the latter to take the
necessary hold on them and draw them into the necessary contact to stop their
rotation, and consequently the movement of the backing train, after which the
parts all resume their first described relative positions.

page_text: From the foregoing description it will be seen that to whichever end of the train
the engine may be attached, and that whether the engine be pulling or pushing the
train, the described automatic brake mechanism will be equally operative in its
functions and for the purposes of checking either a forward or backward motion of
such train.
In lieu of having the brake-mechanism adapted to work as hereinbefore described,
the construction and arrangement of the parts might be such as shown at Fig. 18,
so that the action of the brake-shoes in being applied to the wheels would tend to
force the car wheel axles toward each other, and it should be understood that
many modifications of the method and means hereinbefore described may be made
without departing from the principal and main features of the Invention.
Having now described the nature and object of the said Invention, together
with the manner in which the same is to be or may be performed or carried into
practical effect, I would remark in conclusion that what I claim as new and as
constituting the Invention communicated to me by the above named William Dana
Ewart is,-
1st. The combination with the wheel of a railroad car or carriage of a brake-
shoe mounted on a frame or supporting-device adapted to vibrate about a fixed
axis of motion, the combination being such that the braking power is derived
solely from the rotative action of the wheel, a slightly yielding or elastic pressure
being applied to the latter to brake the car, all substantially as hereinbefore
described and as illustrated on the accompanying Sheets of Drawings.
2nd. In combination with the wheel of a railroad car or carriage a brake device
or mechanism actuated solely by the rotative action of the wheel and adapted to
operate for the purpose of braking the car during the rotation of the wheel in
either one of the two directions of movement of which it is capable.
3rd. In combination with the brake device of railroad car-brake mechanism in
which the brake power is derived from the rotative action of the wheel, a device or
means for limiting or regulating the extent of movement of the brake-shoe to
prevent the parts of the mechanism from assuming any relative position that might
interfere with a ready releasement of the brake.
4th. The combination with the brake-shoe, wheel, and brake-supporting devices
of railroad car-brake mechanism in which the brake power is derived from the
rotative action of the wheel, of a spring-like or slightly elastic abutment or support
to the brake, substantially as and for the purpose herein before described and
illustrated on the accompanying Sheets of Drawings.
5th. In railroad car-brake mechanism in which the brake-power is derived solely
from the rotative action of the wheels, the combination with a pair of wheels on
the same side of a car of a brake device or mechanism mounted to oscillate about
a fixed axis of motion, the combination being such that the simultaneous thrust
upon the brake device operates practically to substantially relieve its pivotal support
or device from material strain.
6th. In combination with two wheels on the same side of the carriage or car
a brake device or mechanism adapted to operate during the travel of the carriage
or car in either direction, and the brake power of which is derived solely from the
rotative action of the wheels.
7th. In railroad car-brake mechanism in which the brake-shoe is drawn into
operation to brake the car by the rotative action on it of the wheel, a brake-shoe
adapted to be supported upon either of two fulcra points, in combination with a
shoe-supporting frame provided with two arbors or pivotal supports, substantially
as hereinbefore described.
8th. In combination with a railroad truck or carriage and a brake mechanism in
which the brake power is derived solely from the rotative action of the wheels,
means for setting or adjusting the brake-shoes for use, or disuse, substantially
as hereinbefore set forth, and as illustrated on the accompanying Sheets of
Drawings.
9th. In brake-setting mechanism the combination with the pull-cord and the

page_text: lever or other device to be moved (to adjust or set the brakes) of an intermediate
device or means adapted to permit the cord to be moved until all of its slack shall
have been taken out, and which will then operate to transmit any further movement
of the cord to the devices to be affected, all as herein before set forth and as illustrated
on the accompanying Sheets of Drawings.
10th. The combination with brake mechanism in which the, brake pressure is
induced by the rotative action of the wheel on the brake-shoe, of mechanism for
moving the brake shoe up to and away from the wheel's periphery with positive
movements, substantially as herein before set forth and as illustrated on the
accompanying Sheets of Drawings.
And, 11th. In combination with the brake mechanism proper and the buffer-bars
of the railroad car, means for setting the brake mechanism constructed and adapted
substantially as hereinbefore set forth to work automatically for the purposes of
both setting and permitting the releasement of the brakes.
In witness whereof, I, the said Bristow Hunt, have hereunto set my hand
and seal, this Third day of February, in the year of our Lord One
thousand eight hundred and eighty-one.