IMPROVEMENTS IN AUTOMATIC MOMENTUM RAILWAY CAR OR CARRIAGE BRAKES
Year: 1883

page_text: LETTERS PATENT to Herbert John Allison, of the firm of Allison Brothers,
Patent Agents, of 41 Southampton Buildings, Holborn, in the County of
Middlesex, for an Invention of "IMPROVEMENTS IN AUTOMATIC MOMENTUM
RAILWAY CAR OR CARRIAGE BRAKES " communicated to him from abroad
by The American and Foreign Automatic Car Brake Company (Limited), of
COMPLETE SPECIFICATION filed by the said Herbert John Allison at the
Office of the Commissioners of Patents on the 5th June 1883.
HERBERT JOHN ALLISON, of the firm of Allison Brothers, Patent Agents, of 41
Southampton Buildings, Holborn, in the County of Middlesex, "IMPROVEMENTS
IN AUTOMATIC MOMENTUM RAILWAY CAR OR CARRIAGE BRAKES " Communicated
to me from abroad by The American and Foreign Automatic Car Brake Company
(Limited), of the City and State of New York, United States of America.
To facilitate the running of railroad trains with greater speed and safety is the
chief object of my invention.
The invention is more especially adapted for freight trains, that are always
made to run at comparatively low rates of speed because of the difficulty or
impossibility of stopping them quickly with the ordinary brake, whereas with this
brake freight trains can be as readily stopped as is a passenger train with the
most approved air or vacuum brake, hence with this device freight trains can be
run safely at about double their usual speed, and consequently the freight traffic of
a road can be correspondingly increased without increase of rolling stock, and with
important economies of fuel.
The invention consists of a car brake adapted to operate automatically whenever
the motion of the train is resisted by the inward movement or compression of the
draw bar, with either end of the car forward.
To produce this result certain mechanism is provided for breaking connection
between the draw bar and brake at each change in direction of wheel rotation
without reference to whether said change is made by moving the car by its draw
bar or otherwise; that is to say, the mechanism for breaking connection between
the draw bar and brake is operated by the rotation of the car axle without
reference to the draw bar movement; the rotation of the car axle operating for
this automatic adjustment, through an eccentric or toothed collar and other

page_text: suitable mechanism, no matter to which end of the car the engine is attached; or
whether the car be pushed or pulled. Similar letters of reference indicate
corresponding parts in all the figures.
Figure 1, is a partly sectional side elevation of a portion of a car frame with my
improved brake attached.
Figures 2, 3 and 4 are enlarged views of the car axle collar or pulley in place.
Figure 5 is a plan of a car frame with parts broken away, showing portions of
the brake mechanism in position below line x, x, Figure 1.
Figure 6, is an enlarged side elevation showing operating lever, cam rod and
other details.
Figure 7, is an enlarged rear elevation of operating lever and supporting frame.
Figure 8, is an enlarged, partly sectional, side elevation of a portion of my
improved attachment for applying the brakes to the rear portion of a train in the
event of its breaking loose from the forward portion.
Figure 9 is a longitudinal section of my improved draw-bar pitman.
Figure 10 is a perspective view of the cam rod.
Figures 11, 12 and 13 show the draw bar and connections in different positions.
Figure 14, represents a side elevation partly in section, of a modification of the
auxiliary attachment for applying the brakes to the rear portion of a train in the
event of its breaking loose from the forward portion.
In the drawings A, represents a car frame, A, A, the draft timbers thereof,
B, B', the front and rear axles and C, C', the front and rear wheels respectively.
D³, D³, represent two grooved slides which are secured opposite to each other on
the draft timbers A', A, as clearly shown in Figures 11, 12 and 13 and held in
the grooves of the slides Ds, D³, are two follower plates D1, D2, respectively, through
which the draw bar D, passes; said plates being held apart by a spring D
surrounding the draw bar shank, and the former or front plate is adapted to be
moved rearward by the compression. of the draw bar and forward by the action of
the spring D, and the rear plate is movable rearward by the spring action and
forward by the extension of the draw bar; the normal positions of said draw bar
follower plates and spring being shown in Figure 11.
Fixed upon the draw bar is a clevis E, embracing the plates D¹, D², and held in
place by the draw bar shoulder a at one end and by a pin a passing through the
draw bar at the other end.
To an eye-bolt b, secured to the rear end of the clevis E, is attached the draw
bar pitman F, whose forked flat rear end is designed to engage over the head of
the operating lever G, said pitman F, being restricted in its lateral movement by
a yoke c, rising from the frame H, which supports the operating lever fulcrum and
is bolted to the draft timbers A¹, A¹
The pitman F, is composed of two sections, one telescoping within the other, the
rear section having the forked end designed for engaging operating lever G, is
tubular and provided with slots d, d, in its sides, and contains a spiral spring f
while the front section connected with the clevis E, is a solid bar or rod which is
entered into the rear section to bear upon the spring f, and is held in place by a
pin 2, passing laterally through it and extending into the slots d, d.
It will be seen that if excessive force is applied in compressing the draw bar,
the spring will yield and prevent injurious transmission of said force to the
other parts of the brake mechanism.
In the extension of the draw bar the pin f', engages with the forward ends of
the slots d, d, and pulls the rear pitman section forward, and on the compression
of the draw bar the spring f, transmits the motion of the forward pitman section
to the rear portion thereof, the slots & allowing for the movement of the forward
pitman section.
Projecting laterally from the operating lever G, are pins or stops g, g, on which
the rear end of the cam rod K, is designed always to rest, and on this rear end of
rod K, the rear end of the operating pitman F rests, excepting when it is
disengaged from the operating lever G.

page_text: Between the plates of the frame H which is secured to the draft timbers of the
car body, is secured the fixed fulcrum h, of the lever G, and it will be observed
that because said fulcrum is secured to the car body the relative positions of the
said lever and the draw bar are always maintained, even when the car body
over-runs the truck on application of the brakes.
In cars of certain construction the car body is not rigidly held on the trucks,
but has some free longitudinal movement thereon, and when the brakes are applied
to the wheels of such a car in motion the inertia of the car body tends to make it
over-run the trucks.
To the lower end of this lever G is pivoted a horizontal pitman L, whose eyed
forward end encircles the shaft M' of the friction pulley M, said pitman L serving
to transmit the motion of the lever G, when the brakes are to be applied, by
forcing the pulley M into contact with the axle collar or pulley B*.
A spiral spring j, extending from a truck timber forward and attached to the
lower end of the operating lever G, serves to withdraw the friction pulley M, from
the axle collar B2, when the brakes are released.
One end of the shaft M' is journaled in a slot i of the supporting frame N,
which is attached to the car truck, so as to have freedom of motion for the advance
and withdrawal of the pulley M, to and from the axle collar.
The collar B' which rigidly fixed on the axle B, is, preferably, constructed of
two semi-cylindrical castings lc, lc, banded together at their ends with annular
clamps, ¹, that, may at any time be readily removed to permit the renewal of
said castings or either of them. Said collar B2 is provided with a peripheral
tooth B³, that may properly be termed an eccentric, because in revolving it makes
an eccentric or crank motion, or operates to produce alternate or reciprocating
motion.
Pivoted at its lower end on one of the plates of the frame N, is the rocking,
adjusting lever O, to which is pivoted a dog O¹, provided with two teeth 1, 1, and
extending forward over the axle collar B2 and resting thereon. To the upper end
of the adjusting lever O, is pivoted the cam rod K, which is provided with two
cams or teeth m, m, and extends rearward and rests on the stops g, g, of the
operating lever G, as above set forth. This lever O, toothed dog O¹, and cam
rod K, constitute what may be termed a tripping device.
。
The brake beams Q, and shoes Q1, are of the ordinary kind, as are the brake
lever R, brake connecting rod R', and brake chain R2, the latter having one end
connected to the lever R, and the other end to the shaft M³, said chain passing over
a supporting roller R³.
As shown in Figure 1, the brakes are in the disengaged position they would
assume if the car were being pulled in the direction of the arrow with the drawbar
extended.
Now if the engineer wished to stop the train he would slow the engine with
the effect of compressing the draw bar D. This compression of the draw bar D,
forces the pitman F, and consequently the head of the operating lever G, rearward,
as indicated in full lines Figure 13, whereby through the medium of the pitman L,
the friction pulley M, is brought into contact with the axle pulley B³, and the
chain R³, at once begins to be wound up on the shaft M', because of the transmitted
motion of the pulley B2, with the effect of applying the brakes.
The train being stopped, if now the engine is moved forward the consequent
extension of the draw bar operates to disengage the brakes by withdrawing the
pitman F, from the top of the lever G, as indicated in Figure 12, thereby permitting
the spring to pull the bottom of the said lever G, rearward, and causing thereby
the pitman L, to remove the pulley M, froin contact with the axle pulley B2, which
pulley M, is then free to revolve in the direction opposite to that in which it was
wound up and thus disengage the brakes.
Then if the car is backed the compression of the draw bar operating through the
pitman F, presses the top of the lever G, rearward, which through the pitman L,
brings the pulley M, in contact with the axle collar B, then, as the wheels begin

page_text: to revolve backward, the chain R³, begins to be wound up, but in the continued
backward revolution of the car axle, and as soon as the tooth or eccentric B³, of
the collar B2, comes in contact with the tooth 1, of the dog 01, it forces said dog
rearward with the effect of pushing the head of the adjusting lever O, rearward,
and in consequence the cani rod й, is pushed in the same direction so that its
teeth m, m, are forced up over and beyond the pins or stops g, g, of the operating
lever G.
In its rise over the stops g, g, the cam rod K, elevates the rear end of the
pitman F, above the top of the lever G, as shown in dotted lines Figure 13, and
the pitman F, being thus disengaged from the operating lever G, the compression
of the draw bar will consequently fail to operate for applying the brakes, and the
spring j, then operates to withdraw the pulley M, from contact with the axle
pulley or collar B2, thereby effecting a disengagement of the brake mechanism so
that the car can be freely run backward.
If now it is desired to go ahead the drawbar is pulled out by the forward
movement of the engine and as the axle B, rotates forward the axle collar tooth
or eccentric B³, engages against the dog tooth 1 whereby the dog O₁ and upper
end of the adjusting lever O, are drawn forward with the effect of drawing the
cam rod K, forward with its cams m, m, to the front of the stops g, g, of the lever G,
(the pitman F, rising and then falling back in place in this operation,) so that said
pitman F, shall remain engaged with the lever G, in position for applying the
brakes on the compression of the drawbar.
Thus it will be seen that the brake mechanism although operated upon for
braking always (with one exception) by the compression of the drawbar, is not
operated upon for braking unless the mechanism is automatically adjusted in
correspondence with the direction of wheel rotation, the exception referred to is,
when backing a train after it has been brought to a stop from a forward movement
by application of the brakes when the drawbar pitman is disengaged from the
operating lever as hereinbefore set forth.
It will be observed that but one brake or device of this construction and method
of operating is required to a car because it automatically adjusts itself for operating
in whatever direction the car is moving.
The auxiliary attachment to the brake mechanism shown in Figures 1, 5 and 8,
whereby the brakes may be automatically applied to the rear portion of a train
that breaks loose from the forward portion or engine, consists of a pitman S, having
its forward end slotted as shown at o and embracing the friction pulley shaft M³,
and pivoted at its rear forked end to about the centre of a toggle lever T, as shown
at 2, the toe or lower end of said lever T, being pivoted as shown at q between
the lugs of a spring cover or case U, which is held on the forward end of a spiral
spring U; said case U, and spring U¹, both being held in a box U2, that is
open at front and top and is formed in the frame Ñ, form a spring or yielding
fulcrum.
Said
In the top of the lever T, is engaged a rod r that extends forward and is
secured to the heel of an eccentric locking lever V, which is pivoted by its toe,
as shown at 8, Figure 1, on a plate V¹, fixed on a draw timber of the car.
locking lever V, has a forked upper end in which is engaged a chain W, provided
with an end ring t.
When the cars to which this device is applied are coupled together the parts are
in the position indicated in full lines Figures 1 and 8 with the chain W, extended
and the ring t, over a hook (not shown) fixed on a timber of the car next preceding,
so that on a train each auxiliary device of this kind will be connected with a
forward car or engine by a chain which will hang slack between them when the
train is in motion, and the device will be in the position shown in full lines
Figures 1 and 8 as above stated, in which position the parts are inoperative.
Now then, should a rear car break loose there would, in consequence, be a pull
on the chain W, sufficient to pull the head and heel of the lever V, forward, as
shown in dotted lines Figure 1, whereby the rod is made to pull the head of the

page_text: lever T, forward with the effect of forcing down the rear end of the pitman S, and
thereby causing said pitman to so push forward the shaft M' that the friction
pulley M shall be forced into intimate contact with the car-axle collar B and hold
it there, for when the lever V, is brought into the position shown in dotted lines
Figure 1, with its heel forward of the toe and below the plane thereof, the device
is thereby locked fast. The said lever V, being restrained from further forward
turning by a stop u, and when the lever V is so pulled forward the chain W,
becomes disengaged therefrom by pulling out of the fork, and will hang suspended
from the forward car.
Hence it will be seen that continued revolution of the axle B, in either direction
will cause the shaft M' to revolve and wind up the chain R³, and thus apply the
brakes.
This auxiliary brake device or attachment may be again rendered inoperative or
set ready for action by simply pushing the head of the lever V, back to its normal
position.
It will be seen that if the car, as in Figure 1, moving in the direction of the
arrow, were to become detached or break loose rearward from a train the brakes
would be applied to the car by the action of the auxiliary device as just described;
but if the car were running in the opposite direction, with its present rear end
forward, and were to become detached, the brakes would not be applied by this
auxiliary device.
In order to obviate this difficulty-to arrange the auxiliary brake device so as
to operate in whichever direction the car is moving, and with either end foremost,
I design to place another lever V, on the opposite or rear end of the car, and to
connect the two levers by a wire or rod so arranged that a detaching pull on either
end of the car will operate the auxiliary brake device as above set forth.
In Figure 14 is shown a modification of the auxiliary attachment for applying
the brakes to a detached portion of a train. In this modification most of the parts
and their attachments being essentially the same as those shown in the previous
instance, require no further explanation.
In this instance, however, the pitman S, has its rear end pivoted to the heel or
lower front end of an eccentric lever X¹, forward of the central, vertical line thereof,
as shown at y, and the spring cover or case U, is pivoted to the toe or lower, rear
end of said lever X', as shown at z, above the horizontal plane of the pivot y, and
the head of the said lever X', is forked as shown at z'.
A rod or chain is designed to be engaged over the fork of said lever X and
to extend forward and be held in normal position by means of an attached chain or
ring to a hook or stop fixed in a car timber near the end thereof.
When the cars are coupled the chain or rod will be disengaged from its stop
on the car timber and be engaged over a corresponding hook or stop fixed on a
timber of the car next preceding, so that when the train is in motion the chain ?'
will hang slack between the cars and the modified auxiliary attachment will be in
the position shown in dotted lines, Figure 14, in which position no pressure is
exerted by said attachment on the friction pulley shaft M¹.
Now then, should the car break loose rearward the consequent pull on the chain
or rod, would pull the bead of the lever X' forward as shown in dotted lines,
Figure 14, with the effect of forcing the pitman S, forward against the friction
pulley shaft M¹, whereby the pulley M, will be forced in contact with the axle
collar B, and holding it there, for when the lever X', is brought into this position,
with the pivot y, below the plane of the pivot z, as shown in full lines Figure 14,
the device is locked fast.
It will be evident to any one skilled in the art, that this automatic brake may
be applied with slight modification to cars having movable buffers and fixed draw-
bars, or to cars of other styles of construction without departing from the spirit of
my invention.
I do not broadly claim frictional devices whereby the application of brakes is
caused by the rotation of the car axle, nor do I broadly claim devices whereby the

page_text: momentum of the train or car, or compression of the draw bar is made operative to
stop the same, for devices of this character are not new; but
Having thus described my invention; what I claim as new and desire to secure
by Letters Patent, is:-
1st A momentum car brake operative with either end of the car forward, adapted
to be automatically adjusted from an operative position in one direction to an
operative position in the opposite direction by the rotation of the car axle operating
through a device that is effective to produce alternate or reciprocating motion, and
connected mechanism, substantially as herein shown and described; said adjust-
ment being effected at and by each change in the direction of axle rotation, as set
forth.
2nd In a car brake of the character herein specified the combination with a device
that operates to produce alternate or reciprocating motion, fixed on or operated by
the revolution of the car axle, of suitable mechanism substantially as herein shown
and described, whereby the disengagement of the brakes may be effected by the
change in the direction of motion of the car axle, and the brakes be automatically
adjusted to operate with either end of the car forward and from either end thereof;
all arranged and operated substantially as set forth.
3rd In a momentum car brake provided with a drawbar pitman or its equivalent,
wherein the brakes are applied by the compression of the drawbar operating
through a lever or other suitable mechanism, means or mechanism for automatically
disengaging the pitman from the said lever, substantially as herein shown and
described whereby the brakes are rendered temporarily inoperative, as set forth.
4th In a momentum car brake wherein the brakes are applied through suitable
mechanism by the combined movement of the draw bar and rotation of the car
axle, the combination with the car axle of a peripheral or eccentrically operating
tooth fixed thereto and of a lever having an attached, pivoted, tooth-engaging dog,
and a pivoted cam rod, substantially as herein shown and described, whereby the
motion of the car axle is transmitted for adjustment and disengagement of the
brake, as set forth.
5th A momentum car brake operative with either end of the car forward, con-
structed and arranged substantially as herein shown and described, containing in com-
bination, mechanisms or devices for automatically applying the brakes, mechanisms
or devices for automatically disengaging the brakes, and mechanisms or devices for
automatically adjusting the brakes to the change in direction of the axle rotation
when such operations are effected by the compression or extension of the draw bar
and the rotation of the car axle operating through devices adapted to produce
alternate or reciprocating motion, as set forth.
6th In a momentum car brake the combination with the car axle B, provided
with a rigidly-fixed, peripherally or eccentrically-toothed collar B², of the rocking
adjusting lever O, toothed dog O¹, and cam rod K.; all arranged and operating
substantially as herein shown and for the purpose set forth.
7th In a momentum car brake the combination with the operating lever G,
adjustable shaft M¹ and friction pulley M, fixed thereon; of the pitman L;
substantially as herein shown and for the purpose set forth.
8th In a momentum car brake operative by the inward movement of the drawbar,
the combination with such drawbar, of a friction device, set in motion by the axle,
for operating the brake, and a tripping device operated at each change of direction
of wheel rotation, substantially as described.
9th In a momentum car brake wherein the brakes are applied through suitable
mechanism by the combined compression of the draw bar and rotation of the car
axle; the combination with the car axle of a collar having a peripheral tooth fixed
thereon; a lever provided with attached, pivoted, tooth-engaging dog, and a
pivoted cam rod, provided with means substantially as described, for adjusting the
position of the connection of the brake lever and drawbar, as set forth.
10th In a momentum car brake, the combination with the drawbar and operating

page_text: lever of a drawbar pitman, constructed with forked rear end, and mechanism,
substantially as described for disengaging the pitman and lever, as set forth.
11th In a car brake automatically operative with either end of the car forward;
the combination with the car axle B, of a collar B2, having a peripheral tooth B³,
and means substantially as described for operating the tripping device at each
change of wheel rotation, and only at such change, substantially as described.
12th In a car brake operative with either end of the car forward the combination
with a car axle, and the brake, of a disengaging device, provided with a toothed
collar arranged to revolve with the axle, constructed to cause said device to dis-
engage the connection between the drawbar and brake, at each change in direction
of wheel rotation, and by such change of rotation, substantially as described.
13th In a car brake, the combination with the drawbar and its spring plates and
the drawbar pitman, of a clevis substantially as herein shown and described,
arranged on the drawbar shank, and embracing said drawbar spring plates, whereby
said clevis is made operative to move the pitman in both directions of the drawbar
motion, substantially as set forth.
14th In a car brake; the combination with the drawbar, of a telescopic forked
pitman constructed of two sections, one sliding within the other, one of said
sections provided with a slot in which works a pin from the opposite section and a
spring contained within one of said sections and operating on the other substantially
as described.
15th In a car brake the combination with an axle friction collar and a friction
wheel of a pitman having one end embracing the shaft of the friction wheel, and
the other end pivoted to a toggle lever having a spring fulcrum, and a connection
arranged and adapted to actuate the said lever and pitman, for the purpose of
moving and holding the friction wheel in an operative position; substantially as
herein shown, and for the purpose described.
16th In a momentum car brake the combination with the axle collar B2, of the
friction wheel M, pitman S, having one end connected directly to the axle of the
friction wheel and its other end connected to a toggle lever T, and a connection
having one end attached to the end of the lever T, and the other end to a locking
device fixed on the forward end of the car and adapted to be connected with the
preceding car, whereby the friction wheel may be brought into operation for
applying the brakes, and so held on the breaking loose of the car, substantially as
herein shown and described.
17th In a car brake the combination with a friction device apparatus, of pitman S,
toggle lever T, spring U', and case U, of the rod 2, locking lever V, and chain W;
the said chain W, having one end secured to the lever V, and the other end to the
next adjacent car, and arranged to retain its hold upon said lever when the friction
device is inoperative and to slip off when said friction device is brought into
operation, substantially as described.
18th In a car brake the combination with the drawbar pitman, operating lever
and toothed axle collar; of a rocking lever having a double toothed dog and a cam
od pivoted thereto, for breaking the connection between said pitman and operating
ever, as set forth.
In witness whereof, I, the said Herbert John Allison have hereunto set my hand
and seal, this fifth day of June in the year of our Lord one thousand eight hundred
and eighty-three.