Improvements in and relating LO Brakes Tor Ranway или OTHER Vehicles, and for Engines, Lifts, and other Machinery.
Year: 1888

page_text: Date of Application, 3rd Jan., 1888
Complete Specification Left, 3rd Oct., 1888
Complete Specification Accepted, 31st Dec., 1888
Improvements in and relating LO Brakes Tor
Ranway или OTHER
Vehicles, and for Engines, Lifts, and other Machinery.
I, HENRY HARRIS LAKE, of the firm of Haseltine, Lake & Co., Patent Agents,
Southampton Buildings, in the County of Middlesex, do hereby declare the nature of
this invention to be as follows :-
This invention is based upon the principle of obtaining from the mass in motion
itself, the energy necessary for ensuring the pressure of the brake or brakes for
effecting the arrest or retardation of the said mass.
Whether the body in motion, is a vehicle, lift, engine, or any machine, the arrange-
ment by which the necessary energy is derived therefrom is the same, and comprises
a cam keyed upon the shaft, of the moving body in question, and acting upon a
lever which by means of suitable intermediate mechanism such as ratchet wheels and
screw, a compressed or rarefied air pump, or the like, will actuate the brakes and effect
their application.
It is to be understood that the said brake may be modified in various ways accord-
ing as it is applied to a vehicle, machine, or the like.
In one form or modification of the said invention as applied to a railway vehicle a
cam is keyed upon one of the axles of the said vehicle and actuates a horizontal
lever, as long as the pin secured in the said horizontal lever engages with a hooked
rod. The horizontal lever is kept in a fixed position and bears against a bent lever
carrying a pawl which engages with the teeth of a front ratchet wheel.
As soon however as the said pin is disengaged from the hooked rod the bent lever
pushed back by a spring forces back the horizontal lever which bears upon the cam..
If at this moment the truck is in motion, in every revolution of the wheel the cam
lifts the horizontal lever as well as the bent lever and by reason of the action of the
pawl causes the front ratchet wheel to turn through the distance of one tooth, which
n
027

page_text: wheel together with its fellow ratchet wheel, situated at the rear thereof, and its pawl,
forms a regular ratchet gear.
The front ratchet wheel turning with a gear wheel keyed upon the same shaft will
also turn a second gear wheel both of which are arranged between two checks or
plates. The second gear wheel serves as a nut to a screw and which will effect the
displacement thereof in the direction of its length. This motion affects the application
of the brakes, the said screw being connected by means of a rod with a lever for
operating the brakes. The application of the brakes, as will be readily understood,
continues progressively until the complete stoppage of the wheels of the vehicle,
every revolution of the wheel causing the horizontal lever to move, effects the rotation
of the front ratchet wheel, the first gear wheel, and consequently the second gear
wheel, thereby applying the brake.
The disengagement of the pin from the hook is effected from above the vehicle
itself, by means of the hooked lever and a hand lever which is turned over so as to
engage with a notch in a sector plate. When the truck has once been stopped the
hand lever is put back to its original position to engage with a notch in the opposite
end of the sector plate and the hooked lever will again engage with the pin on the
horizontal lever or will engage with it in the first turn of the wheel.
The disengagement of the brakes is also effected from above the truck by means of
a special device. At the extremity of a longitudinal shaft is keyed a toothed wheel
engaging with a second toothed wheel. This latter is arranged upon a square pro-
longation of the screw in such a manner that it cannot oppose the displacement of the
said screw under the action of the second gear wheel. It is then sufficient, in order
to disengage the brakes, to operate a hand wheel which by means of bevel wheels will
cause the longitudinal shaft and the toothed wheel thereon,. to turn, this wheel will
operate the toothed wheel on the screw thereby moving the screw longitudinally and
effecting the disengagement of the brakes.
It is evident that the improved brake can be applied to a train composed of a
number of trucks the above arrangements enabling the driver or other person to
operate the said brake and to effect the engagement or disengagement of all the brakes
at once.
The actuating mechanism placed upon a tender comprises a lever movable upon a
fixed point and to the upper end of which are pivoted two elongated hooks one of
which is hooked to a fixed point, whilst the other is free. This arrangement corresponds
with the motion of the train, the brakes being disengaged. The horizontal lever on
the tender is raised, the pin being in engagement with the hooked lever, suppose the
train to be in motion and the first hook to be disengaged the lever will bear against
the cam and the action of the latter has the effect of engaging the second hook upon a
pin at the end of a longitudinal rod drawing the said rod, which motion first causes
the disengagement of the hooked rod from the pin and actuates the brake of the
tender and at the same time the brakes of each truck by means of the longitudinal
rods. The action of the cam upon the lever also effects the engagement of the first
hook with its stop, whereby the further action of the cam upon the lever is again
prevented.
During this time the brakes operate and reduce the motion of the train or stop it
at the will of the driver or other person. When the desired result is attained, it is
sufficient to disengage the second hook from the pin and, under the action of spiral
springs the longitudinal.rods passing back to their original position the hooked rod
will again engage with the pins and raise the horizontal levers.
This latter motion causes the disengagement of the brakes; for this purpose the
mechanism arranged upon the front of the vehicle is replaced by an arrangement in
which a ratchet wheel is arranged upon the square prolongation of the screw as above
described. A vertical lever is pivoted to the frame or body of the vehicle and carries
a ratchet pawl which engages with the teeth of the ratchet wheel. The upper end of
the said lever is pivoted to a slotted plate, against the extremity of which bears a
spring. The longitudinal rod of each vehicle is provided at the end of the same with
a wedge shaped piece.

page_text: The drawing motion acting upon the rods in order to operate the brakes bas the
effect of pushing back the slotted plate, the wedge shaped part of the longitudinal rod
coming in contact with the said slot, which results in a turning motion of the vertical
lover and the pawl engages with one of the teeth of the ratchet wheel.
When the longitudinal rods are moved into their original position the slotted plate
is pushed back by the spring thus causing the vertical lever to rotate in the opposite
direction which by means of the pawl causes the ratchet wheel to turn.
This rotation and consequently that of the screw is sufficient for disengaging the
brakes. It is understood that the rods are connected with each other between every
two vehicles by any means which allows enough play for the passage of curves and a
sufficient tension.
This actuating mechanism can be variously modified the above described arrange-
ment being only an example of the means which can be employed for effecting from
any point of the train the engagement and disengagement of the brakes, thus
constituting a system of continuous brake. It is easy to see moreover that this brake
is automatic in case a rupture of the coupling takes place the longitudinal rods will
then be put under tension which has the result of disengaging the pins and the hooked
rods that is to say, of causing the brakes to operate.
9
In another form of the improved brake the horizontal lever which is acted upon by
the cam transmits to a piston to which it is connected a to-and-fro motion or the
suction of air through a valve into a lower cylinder the air being then forced through
another valve into an upper cylinder. The accumulation of this compressed air
behind the piston of the upper cylinder has the effect of pushing the latter back,
which motion through the medium of the rod of this piston and the connecting rods
and levers causes the application of the brakes. In reality it is a compressed air brake
wherein each vehicle produces the compressed air which it requires. It can also be
arranged as a vacuum brake, it being sufficient to change the direction of the actuating
levers of the brakes, and also that of the valves of the cylinders, thereby obtaining a
vacuum behind the piston. With this arrangement of the brake the actuating
mechanisin upon the tender is the same as before so far as regards the engagement of
the brakes, as regards the disengagement it is obtained simply by means of a
tube connected with all the upper cylinders and terminating on the tender in a cock
by means of which the driver or other person allows the compressed air accumulated
behind the pistons of the upper cylinders to escape.
In adapting this brake to carriages, tramcars, and the like, the cam operated lever
is kept fixed by means of a stop. By pressing upon a foot lever, the said lever is
liberated and is then under the action of the cam, which action has the effect
of causing the ratchet-wheel to turn. This wheel turns a bevel wheel keyed upon its
shaft, which drives a bevel pinion fixed by a bracket to the frame of the carriage, and
which serves as a nut for a screw. The rotation of the bevel pinion causes the
displacement of the screw and the application of the block against the wheel. When
the block is to be disengaged the foot lever is liberated, the cam operated lever is
again hooked on, then by means of a handle acting directly upon the screw, the block
is disengaged.
The improved brake can also be applied to lifts, engines or the like.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.

page_text: Improvements in and relating to Brakes for Railway and other
.Vehicles, and for Engines, Lifts, and other Machinery.
I, HENRY HARRIS LAKE, of the firm of Haseltine, Lake and Co., Patent Agents,
Southampton Buildings, in the County of Middlesex, do hereby declare the nature of
the said invention and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement:-
This invention is based upon the principle of obtaining from the mass in motion
itself the energy necessary for ensuring the pressure of the brake or brakes for
effecting the arrest or retardation of the said mass.
Whether the body in motion is a vehicle, lift, engine or any machine, the arrange-
ment by which the necessary energy is derived therefrom is the same, and comprises
a cam keyed upon the shaft of the moving body in question, and acting upon a lever
which by means of suitable intermediate mechanism such as ratchet wheels and screw,
a compressed or rarefied air pump or the like, will actuate the brakes and effect their
application.
It is to be understood that the said brake may be modified in various ways
according as it is applied to a vehicle, machine, or the like.
In the accompanying drawings
Figure 1 is a longitudinal section partly in elevation of the lower part of a vehicle
frame to which the approved brake is applied.
Figure 2 is a plan of part of the mechanism.
Figure 3 is a transverse section on the line 3-4, figure 1.
Figure 4 is a side elevation of part of a tender showing the actuating mechanism for
sinultaneously acting upon all the brakes of the train.
Figures 5 and 6 are detail views of the mechanism for disengaging the brakes.
Figure 7 is a longitudinal section of part of a vehicle showing another arrangement
of the improved brake applied thereto.
Figure 8 is a section and
Figure 9 an end elevation partly in section showing the improved brake applied to
a two-wheeled vehicle.
Figure 10 a detail view of the mechanism drawn to an enlarged scale.
In the form or modification of the said invention represented in figures 1 to 3 as
applied to a railway vehicle, A is a cam keyed upon one of the axles of the vehicle and
actuated by a horizontal lever B. as long as the pin a secured in the said horizontal
lever engages with a hook of the rod L the horizontal lever B is kept in a fixed
position and bears against a bent lever D carrying a pawl C which engages with the
teeth of a ratchet wheel E.
As soon however, as the said pin a is disengaged from the hook c the bent lever D

page_text: pushed back by a spring R forces back the horizontal lever B which bears
upon the cam A.
If at this moment the truck is in motion, in every revolution of the wheel the cam A
lifts the horizontal lever B as well as the bent lever D and by reason of the action of
the pawl C causes the ratchet wheel E to turn through the distance of one tooth
which wheel together with its fellow ratchet wheel E, and its pawl C₁ forms a regular
ratchet gear.
The front ratchet wheel E turning with a gear wheel F keyed upon the same shaft
will also turn a second gear wheel G both of which are arranged between two cheeks
or plates e, e. The second gear wheel serves as a nut to a screw H and which will
effect the displacement thereof in the direction of its length. This motion effects the
application of the brakes, the said screw H being connected by means of a rod L with
a lever M for operating the brakes. The application of the.brakes as will be readily
understood continues progressively until the complete stoppage of the wheels of the
vehicle, every revolution of the wheel causing the horizontal lever B to move, effects
the rotation of the ratchet wheel E, the gear wheel F and consequently the gear
wheel G thereby applying the brake.
The disengagement of the pin a from the hook c is effected from above the vehicle
itself by means of the lever L₁ and a hand-lever L, which is turned over so as to
engage with the notch 2 in the sector plate. When the vehicle has once been
stopped the hand lever Le is put back to its original position to engage with the notch
in the opposite end of the sector plate and the hook will again engage with the pin a
on the horizontal lever B or will engage with it in the first turn of the wheel.
C
The disengagement of the brakes is also effected from above the truck by means of
a special device. At the extremity of a longitudinal shaft N is keyed a toothed
wheel l'engaging with a second toothed wheel P₁. This latter is arranged upon a
square prolongation of the screw H in such a manner that it cannot oppose the
displacement of the said screw. H under the action of the gear wheel G. It is then
sufficient, in order to disengage the brakes, to operate a hand wheel K which by means
of bevel wheels n₁, n₂ will cause the longitudinal shaft N, wheel P and wheel P₁
to turn thereby moving the screw longitudinally and effecting the disengagement of
the brakes.
It is evident that the improved brake can be applied to a train composed of a number
of vehicles the above arrangements enabling the driver or other person to operate
the said brake and to effect the engagement or disengagement of all the brakes at
once.
The actuating mechanism placed on a tender comprises a lever I, movable upon a
fixed point I, and to the upper end of which are pivoted at I, two elongated
hooks QQ one of which Q₁is represented in Figure 4 as being hooked to a fixed
point Q3, whilst the other Q2 is free. This arrangement corresponds with the motion
of the train the brakes being disengaged. The horizontal lever B on the tender is
raised, the pin a being in engagement with the hook c. Suppose the train to be in
motion and the hook Q₁ to be disengaged the lever I will bear against the cam A"
and the action of the latter has the effect of engaging the hook Q2 upon a pin Q4 at
the end of a longitudinal rod a drawing the rod X which motion first causes the
disengagement of the book c from the pin a and actuates the brake of the tender and
at the same time the brakes of each truck by means of the longitudinal rods X. The
action of the cam A, upon the lever I also effects the engagement of the book Q¹
with its stop Q3, whereby the further action of the cam A upon the lever I¹ is again
.prevented.
During this time the brakes operate and reduce the motion of the train or stop it
at the will of the driver or other person. When the desired result is attained, it is
sufficient to disengage the hook Q2 from the pin Q, and, under the action of spiral
springs the longitudinal rods and the rods X passing back to their original
position the hooks e will again engage with the pins a and raise the horizontal levers B.
This latter motion causes the disengagement of the brakes; for this purpose the

page_text: mechanism arranged upon the front of the vehicle and represented in figure 3 is
replaced by that shown in figures 5 and 6 in which T is a ratchet wheel arranged upon
the square prolongation of the screw H as above described.; a vertical lever is
pivoted at Y₁ to the frame or body of the vehicle and carries a ratchet pawl t which
engages with the teeth of the ratchet wheel T. The upper end of the said lever is
loosely pivoted to a slotted plate Z against the extremity of which bears a spring .
The longitudinal rod X of each vehicle is provided at the end of the same with a
wedge shaped piece X¹.
The position of the parts shown in figures 5 and 6 corresponds to their position
when the train is in motion. The drawing motion acting upon the rods in order to
operate the brakes has the effect of pushing back the slotted plate Z the wide part X'
of the longitudinal rod coming in contact with the said slot, which results in a turning
motion of the vertical lever Y₁ and the pawl t engages with one of the teeth of the
ratchet wheel T. When the longitudinal rods X are moved into their original position
the narrow part X, co.nes in contact with the slotted plate Z; the latter pushed
back by the spring thus causing the vertical lever Y to rotate in the opposite direction
which by means of the pawl t causes the ratchet wheel T to turn.
This rotation and consequently that of the screw H is sufficient for disengaging the
brakes. It is understood that the rods X are connected with each other between
every two vehicles by any means which allows enough play for the passage of curves
and a sufficient tension.
This actuating mechanism can be variously modified the above described arrange-
ment being only an example of the means which can be employed for effecting from
any point of the train the engagement and disengagement of the brakes, thus constitut-
ing a system of continuous brake. It is easy to see moreover that this brake is
automatic; in case a rupture of the coupling takes place the longitudinal rods X will
then be put under tension which has. the result of disengaging the pins a and the
hooks c that is to say, of causing the brakes to operate.
In another form of the improved brake represented in figure 7 the horizontal lever
B which is acted upon by the cam A transmits to the piston S to which it is connected
a to-and-fro motion or this is effected by the suction of air through a valve S
into the cylinder S, the air being then forced through another valve S, into an
upper cylinder S3. The accumulation of this compressed air behind the piston S,
of the upper cylinder has the effect of pushing the latter back, which motion through
the medium of the rod of this piston and the connecting rods and levers causes the
application of the brakes. In reality it is a compressed air brake wherein each vehicle
produces the compressed air which it requires. It can also be arranged as a vacuum
brake it being sufficient to change the direction of the actuating levers of the brakes,
and also that of the valves of the cylinders thereby obtaining a vacuum behind the
piston S. With this arrangement of the brake the actuating mechanism upon the
tender is the same as before so far as regards the engagement of the brakes; as
regards the disengagement it is obtained simply by means of a tube J connected with
all the upper cylinders S, and terminating on the tender in a cock J₁ by means of
which the driver or other person allows the compressed air accumulated behind the
pistons S, of the upper cylinders to escape.
In adapting this brake to carriages, tram cars, and the like as shown in figures 8,
9, and 10 the lever B is kept fixed by means of a stop U. By pressing upon a foot
lever U, the said lever is liberated and is then under the action of the cam A, which
action has the effect of causing the ratchet wheel E to turn. This wheel turns a bevel
wheel W keyed upon its shaft which drives a bevel pinion G fixed by a bracket W₁'
to the frame of the carriage, and which serves as a nut for a screw H. The rotation
of the bevel pinion G causes the displacement of the screw H and the application of
the block against the wheel. When the block is to be disengaged the foot lever U is
liberated the cam operated lever B is again hooked on, then by means of a handle W₂
acting directly upon the screw H the block is disengaged.
The improved brake can also be applied to lifts, engines or the like.

page_text: Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed as communicated to me by
my foreign correspondents, I declare that what I claim is :-
First. An improved brake which derives from the body in motion to which it is
adapted, the necessary energy for stopping this body; this being effected by means of
a cam A keyed upon the axle or the like of the body in question and actuating a
lever B which acts upon the brakes and applies them by means of any intermediate
mechanism as shown by the arrangements above described and represented in the
accompanying drawings.
Second. The combination of the various intermediate mechanism between the
levers B and the brakes, in each of the arrangements above described and represented
in the accompanying drawings.
Third. The combination of the various parts employed to effect the engagement
and disengagement of the brakes in the arrangements above described and represented
in the accompanying drawings.