IMPROVE- MENTS IN RAILWAY BRAKE-APPARATUS
Year: 1882

page_text: LETTERS PATENT to Henry Harris Lake, of the Firm of Haseltine Lake,
56
& Co. of 8 Southampton Buildings London for an Invention of IMPROVE-
MENTS IN RAILWAY BRAKE-APPARATUS." A communication from abroad by
Arthur Rudolff and Moriz Ritter von Pichler both of Vienna Austria
PROVISIONAL SPECIFICATION left by the said Henry Harris Lake at the
Office of the Commissioners of Patents on the 1st February 1882.
HENRY HARRIS LAKE, of the Firm of Haseltine, Lake, & Co, Patent Agents,
Southampton Buildings London. " IMPROVEMENTS IN RAILWAY BRAKE-
APPARATUS." [A communication from abroad by Arthur Rudolff and Moriz
Ritter von Pichler both of Vienna Austria]
The railway brake apparatus constructed according to these improvements
works by the action of two weights supported by levers, which are connected in
such a manner that the heavier one which has to perform the actual braking, freely
supports the lighter one which merely gives movement to the brake-shafting and
the blocks; and causes the approach of the brake-blocks to the wheels. As soon as
the heavy weight, which is in its highest position during the time that the brake
is not required to be applied, begins to drop, the two weights will fall togother
through a certain angle until the downward movement of the smaller weight is
stopped by the application of the brake-blocks to the wheels whereupon the larger
weight falls still further and produces, through the relative displacement of the
levers of these two weights in a peculiar manner, the coupling of the larger weight
with the brake shafting and thus forces with the necessary power, the brake blocks
against the wheels.
If the large weight is not permitted to fall to its lowest point, then only a.
partial braking takes place. This arrangement permits in a simple manner, a
connection of all the brake vans of a railway train and may be worked from any
point along the train of carriages, or from the engine, as may be required.
This apparatus works automatically and can either be used as a separate or as
a continuous brake, and either with full force or only with moderate action.

page_text: In carrying the said Invention into practice I provide two bent levers or beli
cranks one of which carries a small weight and the latter a large weight; There
is a ratchet wheel in connection with a toothed pinion. The two levers and the
wheels are loose on a shaft in such a manner that the small weight is supported by
the lever of the large weight. The shaft hangs in brackets on the framing of the
vehicle.
The lever carrying the large weight is suspended either by means of a hydraulic
or pneumatic apparatus, or by means of a rope in such 'a manner that it may, as
required, be lowered or raised. On the second arm of the heavy weight lever, a
click or pawl is pivoted which is forced by means of a small counterweight or by
a spring against a small regulating piece which holds the click out of gear as long
as the small weight lever rests on the other lever. This regulating piece is pivoted
on the small weight lever and is guided by a stud fixed on the other lever and
moving in a slot in this piece. By means of the rod the small weight lever is
connected with the usual brake shafting; a second rod connects this shafting
through a rack with the pinion. The movement of the apparatus can be effected
in various ways viz.-with compressed air, by means of a vacuum or by hydraulic
power or steam, or mechanically One or more brake-vans may be connected by
means of a hemp or wire rope. This rope is guided by rolls and acts by means of
rolls on the weight of the apparatus. One end of this rope is fastened on the first
or the last brake van, the other end can be wound up by means of a handle on a
drum, which drum is placed on one brake-van of a train. From this drum all
brakes can be simultaneously worked. The drum is provided with a small brako
having a differential action or with a click to enable the weights to be wound up
to any height required, and to be dropped at once.
Care must be taken that the handle remains at rest, if the drum winds off, as
also that the rope can never be loaded with more than the weight of the brake-
apparatuses.
1
As soon as the engine begins to move the whole length of the train increases
and this requires an arrangement in connection with the winding apparatus to
prevent the rope breaking. A guided rod is provided which participates in the
movement of a large weight placed on the brako-van. In the highest position of
the weight this rod lifts the brake-lever of the winding apparatus and disengages
for a moment, the loaded drum, thus this latter will be turned round and so much
rope will be wound off, till the required length of rope is attained.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Henry Harris Lake in the Great Seal Patent Office on the 1st August
1882.
HENRY HARRIS LAKE of the Firm of Haseltine Lake & Co. Patent Agents
Southampton Buildings, London "IMPROVEMENTS IN RAILWAY BRAKE-
APPARATUS." A communication from abroad by Arthur Rudolff and Moriz
Ritter von Pichler, both of Vienna, Austria,
The railway brake apparatus constructed according to this Invention works by
the action of two weights supported by levers, which are connected in such a
manner that the heavier one, which has to perform the actual braking freely
supports the lighter one which merely gives movement to the brake shafting
or rods and tho blocks, and causes the approach of the brake-blocks to the
wheels.
As soon as the heavy weight (which is in its highest position during the time
that the brake is not required to be applied) begins to drop, the two weights will
fall together through a certain angle until the downward movement of the smaller
weight is stopped by the contact of the brake-blocks with the wheels, whereupon
the larger weight falls still further and produces, through the relative displacement
of the levers of these two weights, in a certain manner, the coupling of the larger
weight with the brake shafting or rods, and thus forces with the necessary power
the brake-blocks against tho wheels.
If the larger weight is not permitted to fall to its lowest point, then only a
partial braking takes place. This arrangement permits in a simple manner, a
connection of all the brake-vans of a railway train, and may be worked from
any point along the train of carriages or from the engine, as may be most
desirable.
This apparatus works automatically and can either be used as a separate or as
a continuous brake, and either with full force or only with moderate action.
In carrying the said Invention into practice I provide two bell crank levers a
and b, the lever a carries a small weight c, and the lever ba large weight d, e is a
ratchet wheel connected with a toothed pinion f. This wheel and pinion and the two
levers are mounted on the axle g (upon which they are free to turn) in such a
manner, that the small weight is supported by an arm of the lever b. The
axle
is carried in bearings in a bracket on the frame i of the vehicle. The
weight d of the lever b is suspended either by means of an hydraulic or pneumatic
apparatus or by means of a rope, in such a manner, that it may be raised or
lowered as required. On the other arm of the lever b, a pawl j is arranged and
kept in contact with a regulating arm by a small weight k or a spring, this arm
keeps the pawlj from engaging with the ratchet wheel e so long as the weight e of
the lever a rests on the lever b. This regulating arm is pivotted to the lever a
At m Figures 1, 3 and its movement is regulated by the pin n fixed on the lever b,
which slides in a slot of the arm l. To the lever à is attached the rod o which is
connected at its other end to the lever p, and thus to the usual brake rods q, r, as
shewn in Figures 5, 6, and 7; a second rod 8 having the rack t which gears into
the pinion fat one end is also connected to the lever p and so communicates its
power to the said brake rods.
The action of the apparatus is as follows. As soon as the weight & upon the
lever b, is lowered the small weight c upon the lever a also falls the said levers
turn simultaneously upon their axle g, the brake blocks u², u", thus brought by
the weight c acting upon the lever a and the rods o, q, and against the wheels.
The pinion, is still quite free on the axle 7.

page_text: As soon as the brake-blocks u², u", come into contact with the tyres of the wheels,
the weight c ceases to fall
The relative displacement of the two levers a and b now begins, through the
falling still further of the weight d on the lever b, as the lever b moves away from
the lever a the pin n which is affixed to the former moves in the slot of the
regulating arm and causes it to release the pawl j, so that this latter at once
engages with the ratchet wheel e; the larger weight d on the lever b now acts
through the rack t and pinion f upon the rods and lever p to which are connected.
by the rods g, r, the brake blocks u', u", whereby the latter are powerfully forced
against the wheels.
If the brake is to be slackened or to be put entirely out of action, the weight d
must be raised the lever b then approaches the lever a, the pawl j is disengaged
from the ratchet wheel e, by the regulating arm the lever b raises also the weight c
and lever a, and the brake blocks will thereby return to their normal position.
If tho weight d be partially raised a diminution of brako power takes place and so
if the weight & be lower or higher the brake power will be proportionally greater
or less. I do not confine myself to placing both the levers a and b upon one axle,
they may if desirable be mounted on different ones. In the same manner I can
vary the relative position of the different parts with regard to each other. The
movement of the apparatus can be obtained by different means, viz., by compressed
air, or with a vacuum; or by hydraulic steam or other power, or mechanically as
indicated in the Drawing. The weights c and d may either be fixed upon their
respective levers Figures 1 and 3 or loose upon the same as in Figure 2 and 4, The
advantage of the latter arrangement being to keep a clear space between the
vehicles.
In some cases one or more brake vans waggons or carriages are connected by
means of a hemp or wire rope, this rope being guided over the tops of the said
brake vans by rollers and acting on the wights of the apparatus, as above described
and shown in Figures 5, 6, and 7... One end of this rope is fastened on the first or
on the last brake-van Figure 7, the other end can be wound by means of a handle 1
(Figures 1 and 8) upon a drum 2 situated at the opposite end of the waggon or
waggons. From this drum 2 all the brakes or any desirable number of them may
bo simultaneously worked.
The drum 2 is provided with a small brake (3) of differential action, or with a
catch, to enable the weights to be quickly lowered when required. Care must
be taken that the rope is never loaded with more than the weight of the brako
apparatus, and also that the handle 1 remains at rest during the unwinding
of the rope from off the druin 2. When the brake is out of gear all the weights
of the apparatus are lifted to their highest position, the rope carrying all the weight
of the blocks. When a train is started the distance between the carriages increases
slightly, and an arrangement is necessary in connection with the winding apparatus to
prevent breakage of the rope. Attached to the brake lever (3) Figures 1 and 8 is
a rod 4; when the brake weight is in its normal position the top is just below the
end of this rod a in Figure 8, if the distance between the carriages increases the
rope is shortened and the weight d is raised pushing up the rod 4 which acting
upon the brake 3 release it and allows the drum 2 to unwind sufficient rope for
the weight to fall below the end of the rod (4) when the brake again holds the said
drum of the winding apparatus. All the brake weights thus rest in nearly their
highest position. Whero an increase of speed in winding up the brake weights is
required, this can be attained, by means of a simple apparatus situated on the
engine and worked by steam.
Even if this apparatus is not applied to the engine the engine driver can by
means of a rope or other suitable connection engage the weights of the brakes.
This brake can be used as a continuous railway brake, where all the brakes of a
train are worked by the engine driver.

page_text: Having thus fully described the said Invention as communicated to me by my
foreign correspondents and the manner of performing the same I wish it understood
that I claim,
First. The construction of the brake apparatus with two weights, the smaller
one for bringing the brake-blocks quickly into contact with the wheels, and the
larger one for producing the brake power to the required extent, substantially as
described.
Second. The connection of the brake rods with the large weight by means of the
regulating arm, the pawl and the ratchet-wheel, substantially as, and for tho
purpose, set forth.
Third. The construction of the winding apparatus to permit the automatic
unwinding of the rope and prevent breakage of the same when the train increases
in length at starting, substantially as set forth.
Fourth. The construction of the brake apparatus, as above described and, as
shewn in the accompanying Drawing, for one vehicle, or provided with the rope
connections for two or more vehicles, and operated from a brako-van or from the
engine or other suitable part of the train, substantially as set forth
In witness whereof I the said Henry Harris Lake have hereunto set my
hand and seal this First day of August in the year of our Lord One
thousand eight hundred and eighty two