Improvements in or appertaining to Car Brakes.
Year: 1892

page_text: Date of Application, 26th Apr., 1892-Accepted, 5th Nov., 1892
COMPLETE SPECIFICATION.
Improvements in or appertaining to Car Brakes.
I, FREDERICK WILLIAMS of the Junior Carlton Club, London, in the County
of Middlesex, Gentleman do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-
This invention is based upon a discovery or first observation and formulation of
the relations which the two independent drawheads or buffers of a car assume, as
regards each other, in the various relations of said car with other cars and with
train motors, in train or yard management, to the following effect, to wit:-
When a car is to be moved by a compressed drawhead, brakes are not wanted.
When cars are to be stopped by compressed drawheads, brakes are wanted; and,
further, whenever a car (forming part of train) has its leading drawhead compressed
by said car's own momentum (in other words, when such a car is being stopped by
compressed drawhead) its trailing drawhead (except when such car is the rear-
most car in train) will also be practically, simultaneously compressed by the
momentum of the following cars; whilst, under all other circumstances of train or
car management, the compression of the second drawhead can only happen after
said car has been moved, by the compression of the first drawhead, a sufficient
distance for the purpose. In other words, whenever the exigencies of train service
require "brakes," both drawheads are being compressed simultaneously by
momentum ; but in cases where the second compression happens only as the result
of force communicated through the car itself, no action of the brakes is required.
Thus, when a train is to be stopped and brakes are wanted, both drawheads of
cach car are being compressed (practically) at once. But when a car or train is
to be moved by compressed drawheads and consequently brakes are not wanted, the
drawheads are not compressed simultaneously but successively. My said invention
consists in mechanism designed to emphasise this tendency to simultaneous action of
the drawheads (or buffers) in the one case and their independent action in the
other, and to make the practically simultaneous compressions apply and maintain
"brakes on," and the single or independent compressions disable brakes; thereby
obtaining an automatic adjustment system for momentum train brakes more perfect
than other and previous systems, and entirely novel in its methods. It is this
automatic action of the brake machine upon the brakes and through the
synchronous or differential action of the drawheads that I have made use of in the
form of my invention I am about to particularly describe, and it is this discovery
embodied in any practicable form that the claims appended hereto are intended to
cover. I also add novel devices for perfecting the practical operation of such
brakes as follows:-
The mechanism, as shown in the present application (being one of various practical
forms devised for utilising my said discovery) consists essentially of a windlass
made fast to the under side of a car and adapted to transmit compressive impulses
from the drawheads through the said windlass to the brake system, thereby
applying brakes; and also of a tripping device, whereby initial independence of
compression of either drawhead causes the disabling of brakes or release of brakes
already applied; and of further devices, to wit: an automatic device for keeping
the slack of the brake chain from accumulating beyond a fixed length of chain, so
that like drawhead movements shall tend to produce substantially like results of
brake-shoe pressure; a draw gear that transmits compressions through its buffer
spring to the brake-machine resulting in a direct fulcruming of all buffer strains
upon and through the wheel treads instead of partly upon the car bodies as usual;
a connection between said brake-machine and the hand-brake mechanism affording

page_text: a manual (although possible unconscious) control of said machine, thus harmonising
the two systems and bringing the "automatic" into line with the ordinary usages
and rules of railways; a construction of drawhead and coupling device that insures
or tends to insure the desired actions or automatisms of the said brake-machine; a
device for enabling the resulting brake tensions to be varied at will between
certain prearranged ininimum and maximum limits; and other minor devices, the
whole forming a complete train-brake system designed to be used in combination
with an efficient power-brake upon the locomotive or locomotive and tender.
... Referring to the accompanying drawings which form a part of this Specifi-
cation:-

page_text: the brake, for the reason that the hindrance it produces enables the following
car to compress the trailing drawhead seasonably thereby preventing the brakes
from being released as hereinafter explained.
I will now describe the tripping mechanism:-
The frame 1 carries a small shaft 20, parallel with shaft 2, having fixed on one end
of a lift-lever 21, the normal position of which is bearing against the underside of
the arm 15 of the said pawl 15 (see Figures 2, 5 and 12) so that a partial revolution
of said shaft 20 will cause the said lift-lever 21 to force pawl 15 out of engagement
with the teeth of the ratchet wheel 16ª (against the pressure of spring 15) leaving
the said wheel free to rotate backward and the chain 17 free to slack up, thus
allowing the brakes to fall off and so remain until the operative drawhead shall
have been again extended and compressed. Said movement of lift-lever 21 is
caused solely by a device on the opposite end of the shaft 20 (see Figures 3 and 4)
being automatically acted on by the slotted pitman 25 connecting with the
rock-arm 3. This device consists of a loose sleeve 22, which carries two dogs 23
engaging (whenever free to do so) with the opposite teeth of cam 24 fixed on the
shaft 20, as shown in Figures 3 and 4.
Partial compressions of either drawhead 27 effect a disengagement of the
corresponding dog 23 with its cam tooth 24 by means of a tripping pin 26 on the
connecting pull-rod 12, which bears against the arm of said dog 23, disengaging it,
while it requires a yet further movement of the rock-arm 3 to rotate the sleeve 22
through or by means of the slotted pitman 25. Thus the practically simul-
taneous movement of both pull-rods 12 will have disengaged both dogs 23 before
the operative or leading drawhead shall have so far completed its compression
movement as to compel the rotation of sleeve 22, thus allowing the said sleeve 22
to be rotated upon its shaft 20 without affecting the lift-lever 21 and thereby
leaving the pawl 15 engaged with the toothed wheel 18ª Consequently the
brakes will, in such case, remain on. But if only one drawhead is compressed, only
one of the said dogs 23 will have been tripped. before the said sleeve 22 is
compelled to its movement; in which case, the pawl 15 would be forced out of
engagement by the movement of said lift-lever 21, and the brakes will be released.
Spring 23 as shown, or a counterweight, may be used to return the dogs 23 to
their engagement with cam 24.
It will be seen that an isolated movement of either drawhead first puts on and
then trips or releases the brakes, whilst a sufficiently simultaneous movement of
both drawheads puts on the brakes and maintains them on.
The drawheads 27 are supported at either end of the car by a strap or cradle 28
(see Figures 8 and 9) firmly bolted to the car timbers, allowing the drawheads a
free movement longitudinally until limited in one direction by the brake resistance,
or by the shoulder 29 on the drawhead coming in contact with the timbers of
the car body; and in the other direction by, the tension rods 30, which are slotted
at one end on a pin or shaft 31 passing transversely through ears on said
strap 28 and at the other end fastened to drawhead 27 through lugs 32. Said
shaft 31 also supports a rock-arm 33 which, in response to inward thrusts of the
drawhead 27, compels the buffer-spring 34 to force the after-follower 35 in the
Fame direction, causing the push-block or bunter 36 on the after-follower 35 to
come in contact with the cross-pin 37 (connecting the two projections of the lower
en of the double rock-arm 33) rotating said rock-arm and causing the upper end,
to which the pull-rod 12 is connected, to move in the opposite direction tending
to apply the brake as already described..
If the buffer-spring 34 is of less resistance.than the relief spring 16 (as I intend)
the drawhead 27 will evidently be compressed to the full movement allotted. to
the buffer-spring 34 in addition to the movement which the said brake-machine
allows to the after-follower 35. In other words, the drawhead 27, that is by its
5 compression putting on brakes, is required to travel through a greater distance in
proportion to the movement of its pull-rod 12 than is required of the lagging
draw head which is meeting with no resistance, so that the lagging drawhead controls

page_text: "
its, tripdog on brake mechanism by a less or shorter movement of compression
than is required of the leading or operating drawhead; this being a desirable
element in the automatism of my brake combination as before stated.
The windlass 18 is located upon the outer face of the mutilated ratchet wheel 16ª
and is provided with two pulley wheels 18, around which pulley wheels is
extended the brake chain 17, said brake-chain being attached at either end to the
brake gear of a truck. When the mutilated wheel 16" is turned through the
medium of pawl 15 and lever 6, it carries the windlass 18 with it and causes
the two pulley wheels 18, attached thereto, to wind up the brake chain 17, thereby
Applying brakes.
will now describe the device shown for automatically eliminating excessive
'slack from the brake chain :—
On the inner periphery of ratchet wheel 16" (see Figures 12 and 13) are a
number of spur teeth 161 which mesh with a small mutilated spur gear or
pinion 16 mounted upon a stud 16¢ in the frame 1. This small wheel is controlled
by counterweight 16" or a spring, so that the tendency is to move in the direction
of "off brakes" but can only move in such direction to the limit of a certain
stop 16, as the tooth 16 of the latter comes in contact with the shoulder 16*.
As the wheel 16, which carries the brake-chain 17, can evidently move no further
in said direction than is thus permitted by said small wheel, we have a definite
limit beyond which the brake-shoes cannot move away from the wheel treads. In
the other or "brakes-on" direction, the wheel 16" can move as far as the wheel
treads permit, but can only rotate the small wheel 16' as far as its (the small
wheel's) teeth extend around its periphery; consequently, as every application of
the brakes insures a taut brake-chain and the length of brake-chain allowed to be
released from the windlass is controlled and limited to a given amount, it follows
that like movements of drawheads must result in like brake-shoe pressures, and
this until shoes are entirely worn through.
The usual hand-capstan 38 has one of the teeth in its ratchet wheel 39 plainly
marked, as shown in Figure 7, and when its pawl or dog 40 is engaged with said
tooth, the hand-brake chain 41 has moved the lever 42 into position shown. By
further tensional movement of hand-brake chain 41, the cam 43 upon said lever 42
forces the push rod 44 endwise through the medium of the pin 44* upon the
aforesaid push-rod 44. The push rod 44 is connected with the lift-lever 21, and
when it is thrust in the direction indicated, it will lift the said lever 21, thereby
disengaging the pawl 15 and consequently rendering the automatic system inopera-
tive for the time being. A continuing movement in the same direction of the
lever 42 will apply the brakes through the consequent tension upon pull-rod 4.5
and the take-up pawl or dog 46 pivoted thereto. The pull rod 45 and the take-
up pawl or dog 46 are pivoted at the same point 50 to the rock arm 50, which
rock arm is hung upon the shaft 2 so that its movement will be concentric with
the periphery of the ratchet wheel 16ª.
The vertical lever 42 is pivoted at 42 to the frame 1, and the push rod 45 is
provided at its lower terminus with a slot 45" in which is inserted a pin 42° of the
lever 42. When the said pin occupies the lowest position of the slot, as shown in
Figure 6, any tension applied to the hand-brake chain 41 will immediately act
through the lever 42 and pull-rod 45 upon the take-up pawl or dog 46 for the
purpose of applying brakes as aforesaid, but, when the hand-brake is not being
employed and the automatic system is in use, the rock-arm 50 with the pull-rod 45
and take-up or dog 46 will drop of their own weight, the slot 45* permitting this
action, which, as shown in the drawing, is sufficient to take up the ordinary
movement.
It will be seen therefore that, unless the parts are in the position shown in
Figure 6, the automatic system will not work, and that, as soon as the hand-
brake system comes into use, the disablement of the said automatic system will
take place.
I have carried out this principle still further and have so constructed and

page_text: arranged the parts that, unless' the ratchet wheel 39 is stopped in its movement
when unwinding by the pawl or dog 40 at the tooth marked in Figure 7, further
movement will cause a like disablement of the automatic system by reason of the
cam 43 of the lever 42 coming in contact with the pin 44ª of the push rod 44;
and again thrusting out the pawl 15 by means of the lift lever 21. This move-
ment is caused by the spring 47 attached to the upper end of the lever 42, so that
an entire disengagement of dog 40 of the hand-capstan 38 permits the spring 47
to accomplish the disablement of the automatic system through cam 43 and the
push rod 44.
Thus, if the brakes are put on by hand or if entirely free and disengaged, the
automatic system is disabled and useless, but, if the dog 40 of the hand-capstan 38
is engaged with said marked tooth of the ratchet wheel 39, the automatics are
restored and in order for use in response to drawhead compression.
This part of my invention is the result of observation to the effect that, in
railway service, the hand-capstans are always free from restraint except where
brakes are wanted, and that, therefore, uninstructed men could never experience
hindrance (nor help) from momentums that could only operate when the capstan-dog
was engaged with its ratchet, whilst instructed men would find no difficulty in using
or releasing the momentums at will. This destroys wholly a prevalent objection
to momentums that employees will need new "instructions to prevent them from
having bother with them. I disclaim all intention of fulcruming the two brake
systems upon each other, that being a well known device.
"
It is intended that the drawheads shall have a movement of compression greater
than is necessary to operate the tripping device, and that this excess of movement
may be made, if desired, to give a greatly increased brake-pressure. To this end,
a supplemental spring 41 is shown, the resistance of which can be left at nothing
or increased to any desirable extent by the less or further insertion of wedge 52
as shown in Figure 1. A lever connection 52 (see Figure 10) may give facility
to this adjustment. If buffer-spring 34 is made sufficiently long in its free length,
the coupling together of two cars with a standard link will necessarily impose n
tension upon said spring 34 and not only insure a close coupling but whenever
uncoupled, serves to put a slight but sufficient pressure on the brakes, by the
spring 34 pushing against the after-follower 35 with the drawhead 27 for a
fulcrum, so that accidental train partings will result in application of the brakes
and in the consequent stopping of the rear section.
This tension coupling results from having the coupling pin or hook 53 attached
to the after-follower 35 and the link 54 of such length that, in order to couple, the
draw head 27 requires to be compressed (by the draw head of the coupling car)
upon the after-follower 35, putting an initial tension upon the buffer-spring 34
which can only be released by uncoupling.
It is currently believed that momentum brake trains are, as compared to
air-braked trains, peculiarly liable to "shock" and difficult of "graduation." This
is a mistake. One assumption upon which the belief is based, to wit, that momentum
brakes apply successively from head to tail of train, whilst "quick-acting" air
brakes apply to all cars in longest trains simultaneously, is very wide of the truth.
In fact the brakes on the rear car of any train, however long, will be fully applied
by a momentum system before they commence to apply by the most rapid pipe
system unaided by electricity; and shock is entirely the effect of buffer-springs
aided by "free slack." This free slack I entirely eliminate by the described
improvements in the couplers or buffers, although the hook coupler in its
"standard" form practically effects the same purpose, and the effect of the buffer
springs is largely restrained by the arrangement of my brake, which fulcrums
them upon the brake shoes, so that they have less tendency to force the cars
apart, thus eliminating a chief cause of shock. Momentum brakes are dependent
for their efficiency upon the head brake of the train and are, per se, less liable
to "shock" than any other braking device; for, if the head of train has a constant

page_text: stopping tendency in excess of any vehicle behind it and a greater resistance to
acceleration by reason of the momentum of vehicles behind it, it is evident that
the train must be:bunched by the use of its head brake and must then stay or
remain closely: bunched as if it were one vehicle until a final stop.
"
In describing my invention, I have sufficiently explained its operation. . In
practical railroading, momentum compressions of drawheads occur only at such
times as", brakes are needed to wit-during train slowings. At such times,
cars are squeezed endwise between adjacent cars, and both drawheads are com-
pressed with an approach to simultaneousness, which tendency 1 emphasise by
devices which put all the work of compression and of brake application upon the
drawhead that leads in compression; compelling said leading drawhead to move
in compression say twice as far before tripping and releasing brakes, as the lagging
drawhead is obliged to more to prevent such tripping. Whenever cars are to
be moved from rest or accelerated when in motion to the front by a compressed
drawhead (movements which are not effected by momentum) the tendency is to
fully compress such drawhead before the car can move forward over and upon
ite other drawhead: This tendency I can, and in the present form of my inven-
tion do, emphasise by making the.compressed drawhead apply the brakes, thereby
hindering the car: from moving until the brakes are released by a fuller
compression of the applying or motor drawhead. I thus obtain perfect automatism
by adapting my devices to the service movements of the two independent draw-
heads of a car. These devices may be varied almost indefinitely now that I have
pointed out the way.. The real merit of my invention consists in the recognition
of the opportunity afforded by said service movements of the drawheads for the
automatic governing or ordering of a momentum brake system. It is this
co-relation of movements between the drawheads that I use as a governing or
regulating device for determining the .action or non-action of the brakes in my
brake system and which I desire to protect by Letters Patent.
An automatic slack-adjusting device is a useful adjunct to a "lever" brake that
is intended for practical use. Its action insures a practical uniformity of brake-
work until the shoes are worn through and have become useless. It is however an
adjunct rather than an integral portion of the brake device. The automatic control
.exercised by the hand-capstan in its various positions is a very important although
not vital feature of my system. With it, so long. as the train is worked in
accordance with the ordinary rules of rail roading, the automatics will be ignored
and useless (powerless for good or harm) and this without need of "adjusting
devices"
that, if accessible, give opportunity for malice, mischief, ignorance,
Etupidity or carelessness to make the automatics a hindrance to the ordinary
.course of train or car management..
Trains equipped with this brake would ordinarily rely for stopping power, whilst
being backed, upon the locomotive or hand brakes. If however, brakes are set
upon the caboose of a backing train that is first extended by the resistance of the
locomotive, all automatics will be set in sequence by the trains own momentum, so
that an engineer wishing to stop a backing train without stress upon the drawheads
has only to shut off steam.from his engine and at the same time or an instant later
to signal for "brakes". upon "caboose." To back a train from rest, if brakes are
on, requires that the train be first extended. in order to get the brakes off.
Automatics are intended for use as a train brake in contradistinction to the hand
or car-brake; in the yard, the hand-brakes are supposed to be either open or
closed; and in either case my automatic (with the described hand-brake attach-
ment) is disabled and useless for good or evil. It is only after a train is made up
and in duty as a train that the automatics are intended for use and then only when
the train is in control of persons who know.that to use the automatics, the hand-
brake requires a particuiar adjustment. To "kick out a dog" is a natural and
easy method of getting rid of a brake hindrance that is not wanted. But my
device is so perfectly automatic that such-adjustment control is almost in the

page_text: nature of surplusage, for the automatic can always be left ready for use and will be
no hindrance to pushing or backing engines, whether on road as trains or in the
yard as cars, except the brakes be actually on at the time that backing is
attempted. The springs 47 are adapted to release the brakes whenever pressure is
withdrawn from the drawheads.
Each machine is independent of every other and is operated by the drawhead
compressions of its own car; it is therefore not necessary that the equipped cars be
bunched, or be placed in any particular. part of the train. Cars having these
brakes upon them and being scattered through a train will act automatically just
the same and just as effectually.
:
In the construction of some classes of cars "buffers" and "drawheads" are
independent appliances. I desire it to be understood that whenever I have used
the word "drawhead " as effecting certain results by inthrusts the same results
could be accomplished by said independent "buffers."
"
"
The use hereinbefore and hereinafter of the terms or expressions "the trip" "the
tripping device" "the tripping mechanism or "the governing device are to be
understood to relate to such a construction as is adapted to automatically disable,
disconnect or render temporarily inoperative the brake applying mechanism so that
any continuation of any single compression on the oppositely arranged draw-heads
after the brakes are once thrown off will not effect the temporary disuse or
inoperativeness of the brakes or in any manner re-apply them to the wheel treads ;
and it is to be distinctly understood that the utilisation of the non-simultaneous
action of the service movements of the draw-heads for rendering the brakes
temporarily inoperative is effected and intended to be effected through the medium
of any device that will respond to the aforesaid differential movements of the
draw-heads and disable the braking mechanism sequently and immediately.
Wherever I speak in the Specification or claims of the two "opposite ended"
or "opposing" or "independently moving" drawheads I refer and intend to refer
to the drawheads upon the same car and wherever I speak of the inter-action
through the simultaneous or lack of simultaneous movements of the drawheads, I
likewise refer to the drawheads upon the same car and connected to the same brake
machine.
The phrase "foundation-brakes" is intended to describe or refer to the brake-
beams and attached blocks or shoes with hangers, levers, etcetera, that are always
provided as a part of the cars construction and which are operated by the hand-
capstan and by the power brake, if any, indifferently.
It will be understood from the foregoing that I have disclosed the method of
and reduced to a commercially available device the apparatus for determining the
opportune use and disuse of brakes upon railway vehicles by a trip or disabling
arrangement combined with a brake applying device and with the foundation brake
system, and depending their mutual operations upon the relative movements or
positions of said vehicles' opposite ended and independent draw or buffer heads as
will be particularly pointed out in the claims.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is-
1. In a brake applying mechanism for cars operated through the medium of
longitudinally moving drawheads, a brake machine adapted to apply or maintain
brake-shoe pressures only when the initial inthrusts of the two drawheads on the
same car are practically simultaneous.
2. In a brake applying mechanism for cars, the combination of a brake machine
with a disabling or tripping device which operates to prevent the application of the
continuance of brake shoe pressure under compulsion of certain related initial
movements of the two independently moving drawheads.
3. In a brake applying mechanism for cars operated through the medium of
longitudinally moving drawheads, the combination of a brake machine with a

page_text: tripping or disabling device which operates to prevent the application or con-
tinuance of brake shoe pressure whenever the inthrust of the two drawheads of a
car are not sufficiently simultaneous.
4. In a system of momentum brakes, the combination of the foundation brakes,
the two oppositely ended longitudinally moving drawheads or buffers, a brake
machine connected to the said drawheads and the foundation brakes so constructed
and arranged as that it will automatically apply the brakes or fail to apply the brakes
in response to the simultaneousness or lack of simultaneousness of the drawhead
compressions.
5. In a car brake, the combination of the oppositely ended longitudinally
moving drawheads or buffers, the foundation brakes, connections between the
drawheads and foundation brakes, a brake applying device lying within said
connections.and.means.substantially as shown and described for disabling the brake
applying device when the inthrust movements of the drawheads are not sufficiently
.simultaneous.
6. In a momentum car brake, the automatic brake applying mechanism in
combination with the independently operable drawheads to both of which the said
Jraking mechanism is attached, and a tripping device constructed substantially as
shown and described, all the parts being so arranged that an independent inthrust
of either drawhead will first apply, and then upon further inthrust movement,
release the brake.
7. In a momentum car brake, the brake mechanism for applying the brakes
under compulsion of inward thrusts of either drawhead, in combination with a
tripping mechanism for releasing the brakes in further response to such inward
thrusts of one drawhead as are not balanced by corresponding inthrusts, practically
simultaneous, of the opposite drawhead upon the same car.
8. In a car brake substantially as hereinbefore shown and described, the
combination of the two drawheads or buffers capable of independent motion,
connections therefrom through a brake mechanism to the foundation brake levers,
and means for automatically disabling the brake mechanism and releasing the brakes
if such movements of the drawheads or buffers is not sufficiently simultaneous as set
forth.
9. In a car brake, the combination of the foundation brakes, two oppositely
ended longitudinally moving drawheads or buffers, connections from said drawheads
or buffers to the brake, brake applying mechanism lying within and forming part of
said connections, and means substantially as shown and described for temporarily
disabling or disconnecting said brake applying mechanism when the inthrust move-
ments of the drawheads are not sufficiently simultaneous.
10. In a car brake substantially as herein before shown and described, the
combination of the oppositely arranged and independently acting drawheads or
buffers located at the respective ends of the car, connections therefrom to
foundation brake levers, through a brake applying mechanism operable by the
movement of the said drawheads or buffers, and a tripping or disabling device to
release or prevent the operation of the brakes when the drawhead movements are
non-simultaneous or differential, all the parts being so arranged as that the brakes
will remain off during the continuation of the same compression."
11. The combination in a momentum car brake of the drawbars or buffers, a
spring common to both, connections between said drawbars and spring, whereby
said spring offers its total resistance to the movement of the one. of the drawbars
which is in advance of the other, or if they advance simultaneously then to both, a
system of foundation brakes and a brake applying mechanism all arranged sub-
stantially as and for the purposes set forth.
12. In a car brake, the combination of the independent drawheads, the buffer
springs, the brake mechanism connected to the drawheads through the buffer
springs and provided with a tripping device, and the foundation brakes connected
to the brake mechanism all adapted to operate substantially as and for the purposes
set forth.

page_text: 13. In a car brake, a brake applying mechanism combined with the two drawheads
and buffer springs of the car so as to be operated by either or both of the drawheads
through the buffer springs, the said braking mechanism being connected to the brake
levers, as shown and described, and so constructed as that when operated inde-
pendently by either drawhead alone, it will first apply, and then upon further
drawhead movement, release the brakes.
14. In a car brake substantially as hereinbefore described, the combination of
the independent drawheads or buffers, a braking mechanism having a relief spring
the said drawheads having buffer springs of less resistance than the relief spring so
that the leading drawhead is obliged to travel a greater distance in compression
than is necessary to its fellow, the lagging drawhead.
15. The combination in a momentum brake system for trains, of the longitudinally
moving drawheads or buffers connected to the brake machine and provided with
buffer springs, with the coupling device constructed substantially as shown and
described that imposes a tension whenever two cars are coupled upon the respective
buffer springs, thereby eliminating all free slack and tending to maintain a close
contact of the coupled drawheads, as set forth.
16. In an automatic train brake, the combination of the longitudinally moving
drawheads or buffers having buffer springs as shown, the braking mechanism
connected therewith, and a coupling device imposing a tension on the buffer springs
when the cars are coupled so that an accidental uncoupling will compel the buffer
springs to apply the brakes.
'
17. The combination of the hand brake capstan having a ratchet and dog, with a
device operated by said hand-capstan which in response to movements of said capstan
which are insufficient for the application of brakes, engages or disengages a
momentum brake-machine or windlass from compulsion of the drawheads so that
the position of the hand capstan shall determine the movement or non-movement of
the momentum windlass or its equivalent and the consequent application or non-
application of the momentum brakes.
18. In an automatic or momentum brake, the combination of foundation brakes,
the momentum drawhead brake mechanism connected therewith, the hand capstan
connected to the foundation brakes for the purpose of operating the same, said
hand capstan being so constructed and arranged as that when sufficiently rotated
in either direction, the actuation of the brakes from the drawheads will be
prevented.
19. In combination with a capstan or windlass 18 for applying brakes, a gear or
its equivalent 161, a mutilated stop-wheel 16b which by reason of its mutilation
does not hinder the movement of the said windlass or capstan in the direction of
'putting-on brakes,' but which by reason of its stop 16' prevents the return move-
ment and consequent unwinding of the brake chain beyond the desired limit of its
allowable slack, as set forth.
20. In combination with an automatic or momentum brake mechanism, a tripping
device for releasing the brakes consisting essentially of a loose sleeve carrying two
tripping dogs normally engaged with one or two fixed teeth in the tripping shaft,
each tripping dog being arranged to be lifted out of engagement by its respective
drawhead when making an inthrust, and a lift lever fixed to the tripping shaft and
engaging under the actuating pawl of the brake mechanism, all arranged substan-
tially as and for the purposes set forth.
21. In a momentum car brake, the combination of the longitudinally movi
drawhead or buffer, a buffer-spring, an after follower, a rock arm for receiving
the inward thrusts of the after-follower all arranged at one end of the car, the
braking mechanism connected to the rock arm by pull-rod, a second pull rod
connecting the braking mechanism to a similar construction at the opposite end
of the car, and means for equalising, in the brake mechanism, the compressions
received from the opposed drawheads, substantially as shown and described.
22. In a momentum car brake, the combination of the longitudinally moving
drawheads or buffers provided with buffer springs of a certain resistance, the

page_text: braking mechanism constructed and arranged substantially as shown and described,
and a relief spring of greater resistance than the buffer springs said relief spring
having means of adjustment whereby the pressure of the brake shoes may be altered
and determined.
23. The brake applying mechanism hereinbefore shown and described connected
to the drawheads of the car and to the brake shoes and levers as shown, and
consisting essentially of the windlass, the ratchet wheel and actuating pawl said
actuating pawl being operated by drawhead inthrusts which in turn operate the
ratchet wheel, windlass, brake levers and brakes, substantially as set forth.
24. In a momentum car brake, the combination of the longitudinally moving
drawhead or buffer, the buffer spring, the after-follower, the rock-arm for receiving
the inward thrusts of the after-follower, the braking mechanism connected to said
rock-arm by the pull-rod, brake levers and brakes and means for connecting them
to the braking mechanism, substantially as shown and described.
25. In a momentum car brake, the combination of the longitudinally moving
drawhead or buffer, the after follower, the buffer-spring, the rock-arm for receiving
the inward thrusts of the after-follower, the pull rod attached to the rock-arm and
extending to and attached to the braking mechanism, the windlass upon said brake
machine, and means for applying brakes, all arranged substantially as and for the
purposes set forth.
26. In a momentum car brake substantially as hereinbefore shown and described,
the longitudinally moving drawheads or buffers provided with buffer springs,
after-followers encasing said buffer-spring, rock-arms for receiving the inward
thrusts of the after followers, pull-rods extending to a braking mechanism, in com-
bination with said braking mechanism having a rock-arm to which both the pull-
rods are attached, a windlass connected with said rock-arm, braking levers and
brakes connected to said windlass by a brake chain, all adapted to operate substan-
tially as and for the purposes set forth.
27. In a momentum brake, the combination of the oppositely arranged and longi-
tudinally moving drawheads or buffers provided with buffer springs of certain
resistance, after-followers for receiving the inward thrusts of the springs, with a
braking mechanism provided with a brake windluss and a relief spring or springs of
greater resistance than the buffer springs for receiving further compressions of the
drawheads when the brake shoes are fully on.
28. In a momentum car brake, the combination of the independent, oppositely
arranged and longitudinally moving drawheads or buffers provided with buffer
springs of a certain resistance, the after-followers, the rock-arms, the pull-rods, the
braking mechanism connected to the pull rods and to the braking levers and brakes
through means substantially as shown and described, and provided with one or more
relief springs of greater resistance than the buffer-springs, a compression rod
common to both the springs and provided with keys and means for adjusting
the tension of the springs all arranged substantially as and for the purposes set
forth.
29. In a momentum car brake, a longitudinally operating drawhead or buffer
provided with a buffer spring of certain resistance, in combination with the opposite
drawhead similarly equipped, the intermediate mechanism common to both the
drawheads, the compression bar, the equalising bar pivoted therein and connected
through the medium of a windlass to the brakes, one or more relief springs of
greater resistance than the buffer springs sliding on and connected to the longi-
tudinally moving compression bar, with means of adjustment of said spring or
springs, as shown and described.
30. In a momentum car brake, the combination of the independent, oppositely
arranged and longitudinally moving drawheads of the car, with a brake applying
mechanism connected therewith and consisting essentially of a rock arm for receiving
the drawhead movements, a horizontal equalising bar having a relief spring, a
windlass provided with a ratchet toothed wheel, a pawl and pawl bearing lever for
operating the wheel, suitable connections between the rock-arm and the equaliser

page_text: and the pawl bearing lever, the brakes and the brake levers and a brake chain
connected to the windlass and common to both brake levers, all arranged substan-
ially as described and for the purpose set forth.
31. In a momentum car brake, the combination of the oppositely arranged and
longitudinally moving drawheads or buffers provided with buffer springs of a certain
resistance and after-followers as shown, with a braking mechanism connected to the
after-followers and provided with a rock-arm, a horizontal equalising bar pivoted
in a compression rod carrying one or more relief springs of greater resistance
than the buffer springs, a windlass having a ratchet toothed wheel, suitable
connections between the equaliser and the other parts, the brake lever and shoes,
and the brake chain extending between said levers and the aforesaid windlass, all
arranged as shown and described and for the purposes set forth.
32. In a momentum car brake, the combination of the independent, oppositely
arranged and longitudinally moving drawheads or buffers, the braking mechanism
common to both drawheads, and the brake levers, chain and brake shoes connected
to the braking mechanism, the latter consisting of a rock-arm, a windlass having
a ratchet toothed wheel and two pulley wheels around which the brake cha
wound, a lever carrying a pawl engaging with the toothed wheel, and ever and
links connecting it with the rock arm and pawl bearing lever, allged substan.
tially as and for the purposes set forth.
33. In a momentum brake, the combination of the independent, oppositely
arranged and longitudinally moving drawheads, a braking mechanism connected
with both of said drawheads and provided with a windlass having a ratchet
toothed wheel with spur teeth upon its inner periphery ; a mutilated gear or
pinion meshing therewith and mounted upon the frame and provided with a counter-
weight or spring and a stop for limiting its retrograde movement, the parts being so
arranged as that when the windlass, through the wear upon the brake shoes, rotates
beyond a certain point, the pinion gear will take up and eliminate this additional
movement upon the release of the brakes.
34. In a momentum car brake, the combination of the independent, oppositely
arranged and longitudinally moving drawheads, the braking mechanism common to
both drawheads and connecting to the braking levers, chain and shoes, and provided
with a take-up consisting of a wheel having spur teeth on its inner periphery, a
mutilated pinion pivoted to the frame and meshing with the spur teeth and provided
with a counterweight or spring on one side and a stop on the other, and a dog
pivoted in the frame and provided with a tooth for engaging with the aforesaid
stop, all adapted to operate, substantially as and for the purposes set forth.
35. In a momentum car brake the combination of the longitudinally moving
drawheads, the brake mechanism connected t'iereto, two independent pull rods or
their equivalents slotted as described and lying in and forming part of the connec-
tions between the brake machine and the drawheads whereby the brakes may be
applied by independent inthrusts of either drawhead or simultaneous inthrusts of
both drawheads.
+
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool, Agents for the Applicant.