Improvements in and relating to Tramway Cars and other Rail and Road Vehioles.
Year: 1891

page_text: Date of Application, 9th July, 1891:
Complete Specification Left, 9th Apr., 1892-Accepted, 11th June, 1892
PROVISIONAL SPECIFICATION.
Improvements in and relating to Tramway Cars and other Rail and
Road Vehioles.
I, WILLIAM HUNTER, of 2 Hayburn Crescent Partick, Lanarkshire, Com-
mercial Agent, do hereby declare the nature of my invention to be as follows:-
This invention has reference to and comprises a new mode of and means or
arrangement and combination of appliances for putting on the brakes and stopping
or retarding the motion of tramway-cars, railway brake vans, lorries or other road
vehicles; and for the tramway cars and road vehicles in placing the driver in a.
new position to work said brake mechanism and to have a better command and
controlling power over the horses or animals drawing the vehicles than heretofore.
The nature and novelty of the improvements consist all as follows:-A's applied
to a tramway car, in the arrangement of new fittings for setting the driver on a
Beat high up on either end of the car, with the sent quite above the canopy over
the end platform to the left hand side of the car looking forward, and so that the
circular end-steps rising to the top of the car would pass outside of his feet from
the platform or vice versa on the right to the upper platform on the left, and so that
he would control the horses by the reins on the left hand side, and so be able. to
keep clear of the ordinary horses and carriages on his left advance side and have a
crank handle or lever for controlling the brake mechanism on his right hand side,
which by one arrangement would consist of a vertical turning spindle carried near
the centre of the car at each end close to the right hand side of the seat, passing
down through bearings in the canopy and lower stepped platform, or this might
work down through the centre malleable. iron tube forming the centre standard of
the radial steps, and be connected by bevel wheels at each end of a central
horizontal shaft mounted in bearing brackets on and below the lower framing of
the floor of the car, so that by turning this vertical shaft by the right hand in one
direction as say to the right at either end of the car, it would turn the horizontal
shaft in ono direction to put on the brakes, and in the other direction would put
them off. This central horizontal shaft might be so made as to put on and take
off the brake levers and blocks in various ways, according to the arrangement of
these blocks and levers, as by pressing down the longer arms of two transverse
levers mounted in brackets on the under framing of the carriage, and having the
free ends of these levers mounted under a rotating eccentric or cam in the centre
of this shaft or it might be a crank and crank pin connected to links which would
pull the levers down, and raise the outer shorter arms projecting out and connected
by links to the centre joint of toggle links connected at their outer ends to the
brake blocks and their hanging levers in the plane between the two wheels, and
thus as the toggle joints were raised by the said levers press the brako blocks out
equally on both wheels on opposite sides of the carriage.
Under another arrangement a right and left handed screw might be formed or
mounted in the centre part of the rotating shaft and have deop screw nuts mounted
on these, and jointed to toggle or angled links on opposite sides connected at their
central joint to links and angled wedges at their outer ends, made to press out the
brake blocks, the wedges working in guides to support them and their connecting
links and also acting on corresponding angled surfaces on the brake blocks or links
projecting out from them to press out the brake blocks as the toggle links were
drawn together and expanded by the turning of the horizontal right and left
handed screw spindle in one direction, and draw the wedges and their toggle links
inwards when turning in the opposite direction. Or this double screw and toggle
or angled link arrangement might be made to turn a transverse shaft mounted in

page_text: bearings in the side of the frame instead of the levers as before mentioned; and by
short levers at the outer ends of these shafts raise the toggle links of the brake
blocks first mentioned to press them against the wheels, when the brake blocks are
arranged between the wheels. But when the brake blocks are arranged outside
the wheels as is generally the case at present, the screw nuts on the right and loft
handed screws could be directly jointed to the inner ends of the centre draw links
of the cross bars at present attached to the hanging brake blocks, and so pull them
both in against the outside periphery of both pair of wheels, when the centre screw
shaft was turned in one direction by either vertical hand shaft, and slack off the
brakes when turned in the opposite direction, assisted by the weight of the blocks
or the ordinary re-acting springs. And although bevel wheels have been described
for connecting the vertical hand shafts for rotating a central shaft, with the
powerful motive cranks or screws on it for actuating the brakes, it will be understood
that chains might be used at the lower ends of these vertical shafts as on the present
hand brake mechanism and make these chains pull horizontal reciprocating rods
and levers, instead of the screws and toggle links and vertical acting levers herein-
before described for actuating the actual brake blocks. And when the tramway
cars are actuated by traction ropes or other mechanical power instead of horses,
the vertical hand shaft worked by the attendaut on the upper front part of the car
would be made to put off and on the grippers of the traction rope, or put off and
on the other motive power used, simultaneously with putting off and on the brakes
to control the action of the car and prevent accidents, in an equivalent manner to
that hereinbefore described for the horse.cars.
In applying the improvements to lorries, a transverse shaft would be fitted in
bearings above the back wheels, with the transverse shafts carrying the brake
blocks, preferably one on each side of each wheel below it. Toggle links would be
connected by screw nuts to screws on this upper transverse shaft having their other
ends connected to levers attached to the brake shafts. The upper transverse shaft
would preferably be operated to oscillate or turn by a bevel wheel gearing into
another wheel on a shaft carried along the under frame of the vehicle and operated
by a hand lever convenient for the driver in front. When the driver turns this
hand lever the transverse shaft would be turned or oscillated to draw in or push
out the toggle links and operate the brake shafts to put on or take off the brake
blocks respectively. Instead of double brakes, single brakes may be used, operated
by a single arrangement of toggle links and connecting gearing,
Dated the 8th July 1891.
W. R. M. THOMSON & Co.,
96, Buchanau Street, Glasgow, Agents.
COMPLETE SPECIFICATION.
Improvements in and relating to Tramway Cars and other Rail and
Road Vehicles..
1, WILLIAM HUNTER, of 2 Hayburn Crescent, Partick, Lanarkshire, Commercial
Agent, do hereby declare the nature of my invention, and in what manner the
same is to be performed to be particularly described and ascertained in and by
the following statement in writing that is to say :-
This invention has reference to and comprises a new mode of and means or
arrangement and combination of appliances for putting on the brakes and stopping
or retarding the motion of tramway cars, railway brake vans, lorries, or other road
vehicles; and for the tramway cars and road vehicles in placing the driver in a new
position to work said brake mechanism and to liave a better command and controlling
power over the horses or animals drawing the vehicles than heretofore.
The nature and novelty of the improvements consist all as follows:-As applied
to a tramway car, in the arrangement of new fittings for setting the driver on a seat
high up on either end of the car, with the seat quite above the canopy over

page_text: "
the end platform to the left hand side of the car looking forward, and so that
the circular end steps rising to the top of the car would pass outside of his feet
from the platform or vice versa on the right to the upper platform on the left,
and so that he would control the horses by the reins on the left hand side, and
so be able to keep clear of the or linary horses and carriages on his left advance
side, and have a crank handle or lever for controlling the brake mechanism on
hia right hand side, which by one arrangement would consist of a vertical turning
spindle carried near the centre of the car at each end close to the right hand
side of the seat, passing down through bearings in the canopy and lower stepped
platform, or this might work down through the centre malleable iron tube forming
the centre standard of the radial steps, and be connected by bevel wheels at each
end of a central horizontal shaft mounted in bearing brackets on and below the
lower framing of the floor of the car, so that by turning this vertical shaft by
the right hand in one direction as say to the right at either end of the car, it
would turn the horizontal shaft in one direction to put on the brakes, and in the
other direction would put them off. This central horizontal shaft might be so
made as to put on and take off the brake levers and blocks in various ways,
according to the arrangement of these blocks and levers, as by pressing down
the longer arms of two transverse levers mounted in brackets on the under
framing of the carriage, and having the free ends of these levers mounted under
a rotating eccentric or cam in the centre of this shaft or it might be a crank
and crank pin connected to links which would pull the levers down, and raise
the onter shorter arms projecting out and connected by links to the centre joint
of toggle links connected at their outer ends to the brake blocks and their
hanging levers in the plane between the two wheels, and thus as the toggle joints
were raised by the said levers press the brake blocks out equally on both wheels
on opposite sides of the carriage.
Under another arrangement a right and left handed screw might be formed
or mounted in the contre part of the rotating shaft and have deep screw nuts
mounted on these, and jointed to toggle or angled links on opposite sides con-
nected at their central joint to links and angled wedges at their outer ends,
made to press out the brake blocks, the wedges working in guides to support
them and their connecting links and also acting on corresponding angled surfaces
on the brake blocks or links projecting out from them to press out the brake
blocks as the toggle links, were drawn together and expanded by the turning of
the horizontal right and left handed screw spindle in one direction and draw the
wedges and their toggle links inwards when turning in the opposite direction.
Or this double screw and toggle or angled link arrangement might be made to
turn a transverse shaft mounted in bearings in the side of the frame instead of
the levers, as before mentioned, and by short levers at the outer ends of these
shafts raise the toggle links of the brake blocks first mentioned to press them
against the wheels, when the brake blocks are arranged between the wheels.
But when the brake blocks are arranged outside the wheels as is generally the
case at present, the screw nuts on the right and left handed screws could be
directly jointed to the inner ends of the centre draw links of the cross bars at
present attached to the hanging brake blocks, and so pull them both in against
the outside periphery of both pair of wheels, when the centre screw shaft was
turned in one direction by either vertical hand shaft, and slack off the brakes
when turned in the opposite direction, assisted by the weight of 'the blocks or
the ordinary re-acting springs. And although bevel wheels have been described
for connecting the vertical hand shafts for rotating a central shaft, with the
powerful motive cranks or screws on it for actuating the brakes, it will be
understood that cliains might be used at the lower ends of these vertical shafts
as on the present hand brake mechanism and make these chains pull horizonta!
reciprocating rods and levers, instead of the screws and toggle links and vertical
acting levers hereinbefore described for actuating the actual brake blocks. And
when the tramway cars are actuated by traction ropes or other mechanical power

page_text: instead of horses, the vertical hand shaft worked by the attendant on the upper
front part of the car would be made to put off and on the grippers of the
traction rope, or put off and on the other motive power used simultaneously with
putting off and on the brakes to control the action of the car and prevent accidents,
in an equivalent mauner to that hereinbefore described for the horse cars.
In applying the improvements to lorries, a transverse shaft would be fitted in
bearings above the back wheels, with the transverse shafts carrying the brake
blocks, preferably one on, each side of each wheel below it. Toggle links would
be connected by screw nuts to screws on this upper transverse shaft having their
other ends connected to levers attached to the brake shafts. The upper transverse
shaft would proferably be operated to oscillate or turn by a bevel wheel gearing
into another wheel on a shaft carried along the under fraine of the vehicle and
operated by a hand lever convenient for the driver in front. When the driver
turned this hand lever the transverse shaft would be turned or oscillated to draw in
or push out the toggle links and operate the brake shafts to put on or take off the
brake blocks respectively. Instead of double brakes single brakes may be used,
operated by a single arrangement of toggle links and connecting gearing.
And in order that my said invention and the manner of performing or carrying
the same into effect or practice may be properly 'understood, I have hereunto
appended four explanatory sheets of drawings, in which the same reference letters
are used to indicate corresponding parts in all the figures where shown.
Figures 1 and 2 on Sheet 1 are an elevation and inverted plan view respectively,
of a tramway car as fitted with one arrangement of my improved brake mechanism
and fittings.
Figures 3 and 4 on Sheet 2 are respectively a sectional elevation and a plan of
the under framing of a railway goods brake van or wagon as fitted with one
arrangement of my improved brake mechanism.
"
Figures 5 and 6 on Sheet 3 are views corresponding to Figures 3 and 4 of one
end of a railway brake van, but broken away showing another arrangement of my
improved brake mechanism as applied thereto. While
Figures 7 and 8 on Sheet 4 are a side elevation and end elevation respectively,
showing a toggle joint arrangement of brake lever mechanism, suitable for rail or
tramway vehicles. While
Figures 9 and 10 on Sheet 4 show a sectional elevation and inverted plan of a
lorry or four wheeled road vehicle showing an arrangement of my improved brake
mechanism as applied thereto.
Referring to Figures I and 2 on Sheet 1 of these drawings:-A is the general
olevation frame of a tramway car, A' the lower framework supporting the whole
on two pair of wheels A", each pair mounted ou an axle A, and A' are the end
platforms on which the passengers step when entering and leaving the car A, and
A are the stairs by which the passengers ascend to and descend from the upper
scata on the top of the car A, all so far of an ordinary construction. The improve-
ments as here applied consist in the arrangement of new fittings for setting the
driver on a seat at B, high up on either end of the car A, with the seat quite above
the canopy A, over the end platform A³, and to the left hand side of the car A,
looking forward as indicated by the arrows on Figure 1, and so that the circular
end steps As, rising to the top of the car A, would pass outside of his feet from
the platform A on his left or vice versa on the right to the upper platforin A' on
the left, and so that he would control the horses by the reius on the left hand side of
the car in whichever direction it was travelling and so be able to keep clear of the
ordinary horses and carriages ou his left advance side, and have a crank bandle or
lever wheel C for controlling the brake mechanism on his right hand side, which
by one arrangement would consist of a vertical turning spindle C oarried near the
centre of the car A at each end close to the right hand side of the seat B, passing
down through bearings at C", C, respectively in the canopy A*, and lower
stepped platform A, (or this might work down through the centre malleable iron
tube forming the centre standard of the radial steps), and be connected by bevel

page_text: wheels D at the lower ends of the vertical shafts C¹ at each end of a central
horizontal shaft D', mounted in bearing brackets D, on and below the lower
frame A, A, of the floor frame of the car A, so that by turning this vertical
shaft C, by the right hand in one direction, as say to the right at either end of the
car A, it would turn the. horizontal shatt Dt in one direction to put on the brakes,
and in the other direction would put them off by a right and left handed
screw D, D, and corresponding screw nuts D, D', all as hereinafter described.
Thus the central horizontal shaft D' would put on and take off the brake blocks E
which are here shown as hung by link joints and brackets E¹ from the under side
of the carriage frame A¹; to act on the outer periphery of each wheel A", so that
their own weight takes them out of gear when not drawn into gear by crossheads E"!
having their ends attached to the lower end of each brake block lever or link and
connected by a draw rod E, by adjusting screws and nuts E and rubber washers
to the centre of each crosshead E. The near or centre adjacent ends of these
draw rods E' are connected to the lower end of short links E³ fulcrumed to
brackets E screwed to the underside of the carriage frame A', and connected by
joint pins in the centre to the before mentioned sorew nuts D³, D', of the right
and left handed screws D, D" before referred to, so that when the centre shaft D¹
is turned in one direction it draws the links E, and E towards each other, and by
the crossheads E puts the brake blocks E into action on the wheels A"; and
vice versa takes them out of action when the centre shaft D¹ is turned in the
opposite direction, the driver doing this on his seat B by the hand wheel C mounted
on the upper end of the vertical shaft C'.
Referring to the brake mechanism applied to the railway goods brake van or
wagon A, A', shown in Figures 3 and 4 on Sheet 2, this consists of a modification
of the arrangement shown and described as applied to the tramway car in
Figures 1 and 2 with a central shaft D', actuated by bevel wheels D. from the
first motion hand wheel vertical shaft C', carried within a hollow pillar C", at one
end of the vehicle, and having right and left handed screws D' D", at the centre,
with corresponding screw nuts D³, D',.traversed on these screws towards or from
each other when the hand wheel C is correspondingly turned in one direction or
the other to put the brake blocks on both wheels as hereinafter described. In this
arrangement the brake blocks E are each hung by links E' to the under frame A'
of the carriage, on both sides of each pair of wheels A", so as 'to be drawn to or
pushed from the wheels each by toggle frame links E, E, made as shown in
Figure 4, of a triangular frame form, having the two ends of the basement
member E, attached to each block E; while the upper apex ends E, are jointed
to short cranks E, on a short shaft E, carried by brackets E, projecting down
from the under frame A. This short shaft E is oscillated by long levers F, and
connecting rods F' led inwards and jointed to sliding rods F directly secured at
their inner ends to the screw nuts D³, D', which slide in the guide bars F³, secured
at their ends to the bearing brackets F, screwed to and projecting down from the
under frame A' of the brake van A, which also forms centre journal bearings for
the shaft D', as seen particularly in Figure 34, which is a detached sectional end
view of this central part of the screw shaft D and brackets F, carrying the
guides F of the screw nuts D³, D'. Thus it will be seen that when the central
shaft D¹ is turned by the hand wheel C in one direction, it draws the screw bushes
D', D', towards each other, and through the links F, F, and levers F, pulls the
frames E and brake blocks E on to the peripheries of each pair of whoels A",
and so retards the motion of the brake van and train; and vice versa when the
hand wheel C and shafts C¹, D', are turned in the reverse direction, they relieve
the brake blocks E.
Referring to the 'modification of my improved brake mechanism, shown in
Figures and 6 on Sheet 3, in this arrangement the brake blocks. E are all
mounted and actuated by their link frames E, E, E, and the levers E, F, which
are here formed in one, are jointed to the links F', substantially as described in
reference to Figures 3 and 4, except that the short shaft E' with these levers .is

page_text: of
mounted lower down on the inside of. the axles A, of the wheels A", and the
inner ends of the draw links F, are each jointed by a short joint link, to two
toggle links jointed to the bushes or nuts D³, D, of the right and left handed
screws D', D", of the shaft D' which in this case is mounted in bearing blocks D
between two transverse frames A' of the brake van A, and actuated by the vertical.
shaft C' and hand wheel C at one side of the van A through bevel wheels D, other-
wise substantially as described in reference to Figures 3 and 4. Or otherwise
when the hand brake wheel and vertical shaft C C are desired to be at the end of
the van an intermediate longitudinal or angled shaft Cx may be introduced as
showu in dotted lines in Figure 6, with an extra pair of bevel wheels D*. The
action of this arrangement is as follows:-The hand wheel C, and shafts C¹, D',
being turned in one direction draw the screw bushes D, D', towards each other
transversely, and so expand the toggle links f, which force out the rods F', and
lever F, to bring on the brakes E, on the opposite sides of the wheels A", as
shown in sharp lines in Figures 5 and 6; but when these shafts C, D, are turned
in the reverse direction, the screw blocks D³, D', are forced outwards by their
right and left handed screws D', D1, to shorten the toggle links f, f¹, as shown
dotted in this position in Figure 5 to take the brake blocks E, out of action.
Figure 5 on Sheet 3, shows a detached elevation and plan of a screw link E³, with
regulating and jam nuts Ex, for adjusting the lengths of the frames E', to their
levers E, as the brake blocks E, wear away. Referring to Figures 7 and 8 on
. Sheet 4 this shows a toggle joint arrangement of brake lever mechanism f¹ for
applying the brake blocks E, E, to both sets of wheels A between them, when
these are approximately close together as in some railway and tramway vehicles.
The brake blocks E, E, are cach hung as usual by a link and joint bracket E' from
the lower frame A', so that their own weight tend to take them out of action when
not pressed into action on the periphery of the wheels A". Each brake block E
has the free ends of two toggle links fjointed to it, and the joint centre ends
these links are jointed to the lower end of a vertical link ", having its upper
end jointed to the short arm of a lever, 3,- fulcrumed by a bracket at f,
to the under frame A' of the vehicle. The inuer long arms f³, of both levers,,
of both side toggle link brake arrangements, are extended past each other in the
centre under the centre shaft D¹; which has an eccentric or cam f mounted on
it, over the two inner ends of the levers f, so that when this shaft D', and
eccentric are turned in one direction they press down the arms ³,
and
raise the outer arms and links to press out the brake blocks. E against
the wheels A" on both sides of the vehicle. And when the shaft D' is turned in
the opposite direction it releases the links and frees the brake blocks E, from the
wheels A"; but it will be understood that these toggle links might act in the
opposite direction to bring on and release the brake blocks E, as dotted in in
Figure 7 by making the eccentric or cam fact on the underside of the levers,
as dotted in in Figure 8, instead of on the top side of these levers as shown in
sharp lines in this figure. Referring to Figures 9 and 10 on Sheet 4, this shows
a lorry or road vehicle as fitted with one arrangement of my improved brake
mechanism showing the central longitudinal shaft Das actuated by bevel wheels D
from a horizontal transverse shaft C' and side hand crank or wheel C, all
respectively carried in their journal bearing brackets D, C, from the under
frame A, of the lorry. In this arrangement the right and left handed
screws D³, D", on the shaft D' when turned reciprocato screw nut bushes D', D',
cach connected to slotted levers E³, E³, secured on a cross shaft E, carried in
bearing brackets E, down from the main side frames A¹ of the vehicle; and have
secured on their outer free ends other levers E jointed at their lower ends to the
brake blocks E, by adjustable joints at E, all so that when the hand wheel C and
shafts C, D, are turned in one direction, they screw the levers E³, E', outwards
from each other, and push the levers E, E, inwards, so as to apply the brake
block E, to the peripheries of the wheels A", simultaneously on both sides of the
vehicle; and vice versu when these shafts C¹, D', are turned in the opposite

page_text: direction, draw the levers E³, E³, inwards, and those E, E, outwards with their
brake blocks E, from the wheels A", as indicated in this position in Figure 9.
But instead of using double levers D³, D', cross bars or beams E" (as in
Figures 2 and 4) may be used jointed at E to the opposite brake blocks E on
opposite sides of the wheels A" and have these cross beams E connected direct
at the centre by double connecting rods or toggle links ", f, to the right and left
handed screw blocks D³, D', as dotted in in Figure 9, so that as the screw blocks
were screwed out from or in towards each other, they would bring the blocks E,
direct on to or off the wheels A" without the intervention of levers E³, Et. Or
alternatively the right and left handed screws might be mounted with their nuts
or screwed bushes in two cross beams as E", and be operated by a hand wheel or
lever, the whole being hung by links E' as in the other figures.
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 :-
First. The construction or arrangement and combination of the parts of brake
lever mechanism for tramway cars in which the crossheads and draw links of the
brake blocks are actuated by a central longitudinal horizontal shaft with right and
left handed screws and by gearing and vertical shafts at the ends of the car, sub-
stantially as herein described in reference to and shown in Figures 1 and 2 of the
accompanying drawings.
Second. In tramway cars, the placing of the drivers seat high up, above the
canopy at the ends of the car, to control the horses and operate the brake
mechanism, substantially as and in the manner herein described in reference to and
shown in Figure 1 of the accompanying drawings.
Third. The construction or arrangement and combination of the parts of brake
lever mechanism for railway vehicles in which the brake blocks on opposite sides of
the wheels are actuated through donble draw frames, lever spindles, and connecting
rods from a central longitudinal shaft with right and left handed screws, sub-
stantially as herein described in reference to and shown in Figures 3 and 4 of the
accompanying drawings.
Fourth. The construction or arrangement and combination of the parts of brake
lever mechanism for railway vehicles in which the brake blocks on opposite sides
of the wheels are actuated through double draw frames, lever spindles, and con-
necting rods, by toggle links and right and left handed screws on a transverse-
shaft, and gearing and vertical hand wheel shaft, substantially as herein described
in reference to and shown in Figures 5 and 6 of the accompanying drawings.
Fifth. The construction or arrangement and combination of the parts of brake
lever mechanism for railway vehicles, in which the brake blocks are actuated by
vertical acting toggle links and connecting rods from beam levers and eccentrics
or cams on central longitudinal shafts, substantially as herein described in reference
to and shown in Figures 7 and 8 of the accompanying drawings.
Sixth. The construction or arrangement and combination of the parts of brake
lever mechanism for lorries or road vehicles in which the brake blocks, are
actuated by duplex levers and transverse shafts or cross heads and angled links
from right and left handed screws on a longitudinal shaft operated by bevel gearing
and a lateral hand crank or wheel shaft, substantially as herein described in
reference to and shown in Figures 9 and 10 of the accompanying drawings.
Dated the 8th April 1892.
W. R. M. THOMSON & Co.,
96, Buchanan Street, Glasgow, Agents.