Improvements in Brakes for Railway Cars.
Year: 1889

page_text: Date of Application, 16th July, 1889--Accepted, 17th Aug., 1889
COMPLETE SPECIFICATION.
Improvements in Brakes for Railway Cars.
I, HERBERT JOHN HADDAN of the firm of Herbert & Co., Patent Agents of
18 Buckingham Street, Strand, W.C. in the County of Middlesex Civil Engineer do
hereby declare the nature of this invention, a communication to me from abroad by
John Joseph Lappiu of the City of Toronto, County of York in the Province
of Ontario, Canada, Gentleman, and in what manner the same is to be per-
formed to be particularly described and ascertained in and by the following
statement:-
This invention has for its object the performance of the duties of a railway brake
and to act in concert with the brakes in present use, and is in reality an auxiliary
brake but instead of acting on the rims of the car wheels; it is constructed specially
to act on the crown of the rails and will stop the cars on steep descending grades.
The power required to operate this auxiliary brake may be any suitable motor or
man-power.
The device proper consists of a main bracket or wall plate and is secured to special
timbers bolted to the bottom timbers of the cars; and in the present case there are
two racks, which are operated by two spur pinions, one on each end of a transverse
shaft, which operate the racks aforesaid, which racks slide up and down in prepared
grooves in the face of said wall plates, when raising the shoes from the rails and in
depressing them thereon.
Referring to the accompanying drawings of which
Figure is a face view of the device showing the edge of the racks and the spur
pinions, which work in the same to raise and depress the shoes in operating the
brake.
Fig. 2, is a plan view of the device and sectional through the line a, b, in
figure 1.
Fig. 3 is an edge view of the wall plate, and a face view of the rack with bracket and
shoe resting on the rail.
Fig. 4 shows a modification of the device constructed for a longitudinal shaft running
lengthwise of the cars.
Fig. 5 is a plan view of the modification.
Fig. 6 is an edge view of the wall plate, and rack with bracket and shoe resting
on the rail.
Fig. 7 is an enlarged view of the shoes and link and portions of the con-
nocting rods.
Fig. 8, is a diagram showing how the connecting and angular rods are attached
to the car.
Fig. 9 shows a segmental portion of a worm-wheel, which, when in position, is
on the transverse shaft hereinbefore referred to, there is also shown in this
figure a portion of an upright shaft with a worm thereon, which is the first motion
shaft of the device.
Fig. 10 shows a slip-link, and figures 11 and 12 a swivel-bracket hereinafter more
fully referred to.
Similar letters of reference indicate similar or corresponding parts.
A represents certain special timbers, which are bolted to the bottom timbers of
the car.
A¹ represents the wall plate which is fastened on the said special timbers. B is a
transverse shaft on which the worm-wheel K and spur-pinions G are secured.
H shows the racks to which is attached the bracket D, with spring d¹ and shoes E,
links E¹ and connecting rods I. L is a worm secured on the shaft L', F represents
the rails.
It may be stated here that to equip a complete brake, there are two such devices

page_text: as that shown in Fig. 1, one being located on each side of the car, and are operated
simultaneously by the transverse shaft B.
It may also, be stated that the modification shown in Fig. 4. is composed of similar
parts to those of Fig. 1, the only difference being the arrangement of the parts. the
first being for a transverse shaft B running across the car and the other for a longitu-
dinal shaft running lengthwise the cars.
Referring to Fig. 1, it will be seen that the spur pinions G in raising and
depressing the racks H will also raise and depress the bracket D with the spring d
and the shoes E.
The shoes when raised will hang on the bolts 2 so that the rack with bracket D,
the spring and the shoes E will always be snug and compact, without looseness of
the parts with each other. The spring being so adjusted as to have sufficient force
at all times to keep the shoes tight on the bolts d², when the device is not in operation
and the shoes are not on the rails. When the device is at rest and ready for use the
shoes will be about one inch clear of the rails.
Referring to Figure 8, which is a diagram of the connecting and angular rods. The
letter. I represents the connecting rods, and the letter J the angular rods. Each of
the rods are secured to the hottom timbers of the cars by means of a swivel bracket n.
The connecting rods I are attached below to the shoes e, and the angular rods Jare
attached to the connecting rods f at a point near to the shoes e.
All the rods are provided with a slip-link m, which allows the lengthening and
shortening of the said rods when the brake is being operated. The slip-links m will
move upwards on the rods when the shoes are raised from the rails and will resume
their operating position, when the shoes are brought down upon the rails.
a represents the bottom of the car and e the shoes.
The use of the angular or stiffening rods is to prevent any lateral motion of the
shoes E on the rails when the brake is in operation.
To operate the brake, turn the upright shaft L to the right, which will raise the
worm wheel K which will depress the racks H by means of the pinions G, until the
shoes E impinge on the rails F. Sufficient force is now applied on the shaft L' until
the train is brought to a stop.
The auxiliary brake may be located in the Van and duplicated in a sufficient number
of cars as to thoroughly control the train on the steep descending grades. The device
is placed on each side of the car or van and near the middle thereof; the transverse
shaft B having a spur pinion on each end to operate the same simultaneously. The
upright shaft L will be placed in the most convenient position for operating the
shaft B, which shaft B will be journaled on each side of the worm wheel K to prevent
vibration of the same.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, I declare what I
claim is :
1. An auxiliary brake for railway cars provided with chilled face shoes, and
constructed to act by pressure of said shoes on the crown of the rails, and to act in
concert with the brakes in present use, substantially as shown and described.
2. The combination of the brake shoes E with links E and the spring din
bracket D, the shaft B with spur-pinions G and racks H, the upright shaft
worm L and worm wheel K, substantially as specified and described.
with
3. The combination of the brake shoes with links E', connecting rods I, angular
rods J, slip-links m, and swivel-brackets n as specified and described.
4. The combination of the timbers A, the wall plates A¹, the connecting rods 1 and
angular rods J as specified and described.
5. The modification as shown in Fig. 4.
Da l 1
HERBERT & Co.,
18, Buckingham Street, Strand, London, W.C., Agents to Applicant.