IMPROVEMENTS IN RAILWAY BRAKE APPARATUS
Year: 1877

page_text: LETTERS PATENT to William Robert Lake, of the Firm of Haseltine, Lake,
& Co., Patent Agents, Southampton Buildings, London, for the Invention of
"IMPROVEMENTS IN RAILWAY BRAKE APPARATUS." A communication from
abroad by Ludwig Becker, of Vienna, Austria, Chief Engineer of the Austrian
Northern Railway.
Sealed the 22nd February 1878, and dated the 24th September 1877.
PROVISIONAL SPECIFICATION left by the said William Robert Lake at the
Office of the Commissioners of Patents on the 24th September 1877.
"
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "IMPROVEMENTS IN RAILWAY BRAKE APPARATUS.'
[A communication from abroad by Ludwig Becker, of Vienna, Austria, Chief
Engineer of the Austrian Northern Railway.]
These improvements relate to improved apparatus for retarding the speed of or
stopping railway trains by making use of the vis viva of the rolling stock in motion
for automatically bringing the brake apparatus into action. They also relate to
improved means for conveying power produced by a chain or similar straining
device at any particular part of the railway train to other parts of the train, in order
to there act either on the brake apparatus directly or indirectly on the rest of the
chain or similar straining device arranged in the train.
A rocking shaft arranged beneath the frame of a carriage or other part of the
rolling stock carries opposite the tires of the running wheels two fixed discs. On
each of these discs is fitted a loose ring, which when the rocking shaft is brought
near the wheel touches either its bearing surface or its flange, so that when the
wheels rotate their friction causes the rotation of the said loose rings, and with
them of the fixed discs with their shaft. On the said shaft the end of a chain or
rope is fixed, the other end of which communicates with the brake apparatus.
When the said loose ring is arranged to run on the flange instead of on the bearing
surface of the wheel it is formed on its circumference with a groove corresponding
to the form of the flange, so as to ensure sufficient contact.

page_text: The action of this apparatus is as follows:-When the said friction ring comes into
contact with the wheel, in consequence of the approach of the rocking shaft, the
friction ring rotates and communicates its motion to the discs and shaft, thereby
causing a chain to be wound up and the brake blocks to be drawn against the
wheels; but an essential peculiarity of the said apparatus is that although the
action of the brake is a complete one the wheels are not caused to stand still, as is
the case with other continuous brakes. One advantage of the present construction
is that the chain is not wound up by the direct action of the friction ring, but by
the disc and shaft, so that the said disc and shaft will rotate until the brakes
have been properly drawn against the wheels, but will then remain at rest whilst
the said friction ring will rotate alone, as long as the wheel in contact with it
revolves.
In order to be able to utilize the strain produced by the said chain or other
similar straining device at other parts of the train, either for the purpose of putting
on other brakes in the train or for putting other straining devices into action, a
special guiding arrangement is used. This guiding arrangement consists essentially
of joints fitted to the ends of the carriage or other rolling stock, and which can be
connected to similar joints on the other carriage firmly, and so while the joints
remain movable at their ends they can follow the approaching and receding motions
of the two coupled carriages. At suitable points of these joints guide rolls are
fitted, over which the draw chain arranged throughout the train passes, so that the
said chain, while remaining suitably stretched, can conform to the different positions
of the carriages without altering its length, and therefore without being tightened or
slackened by the carriages.
By the combination of the said arrangements it is therefore possible either to
apply the brakes to the train in a direct manner from any point of the train or to
set in action other straining devices, and thereby put on the brakes in an indirect
manner.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by the
said William Robert Lake in the Great Seal Patent Office on the 23rd March
1878.
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "IMPROVEMENTS IN RAILWAY BRAKE APPARATUS."
A communication from abroad by Ludwig Becker, of Vienna, Austria, Chief
Engineer of the Austrian Northern Railway.
These improvements relate to apparatus for retarding the speed of or stopping
railway trains by making use of the vis viva of the rolling stock in motion for
automatically bringing the brake apparatus into action. They also relate to
improved means for conveying power produced at any particular part of the railway
train to other parts of the train, in order to there act either on the brake apparatus
directly or indirectly on the rest of the chain or other device for transmitting
power.
A rocking shaft arranged beneath the frame of the carriage or other rolling stock
carries opposite the tyres of a pair of the running wheels a pair of discs. On each
of these discs a loose ring is fitted, which when the said rocking shaft is brought
near the wheel touches either the bearing surface or the flange of the said wheel, so
that when the wheels rotate their friction causes the rotation of the said loose rings,
and consequently also of the discs with their shaft. On the said shaft the end of a
chain or rope is fixed, the other end of which communicates with the brake
apparatus. When the said loose ring is arranged to run on the flange instead of on
the bearing surface of the wheel it is formed on its circumference with a groove
corresponding to the form of the flange, so as to ensure sufficient contact.
The action of the apparatus is as follows:-When the friction ring on the rocking
shaft comes into contact with the wheel the said friction ring rotates and communi-
cates its motion to the disc and shaft, thereby causing a chain to be wound up and
the brake blocks to be drawn against the wheels; but an essential peculiarity of
the present apparatus is that although the action of the brakes is a complete one
the wheels are not caused to stand still or to skid as in the case with other con-
tinuous brakes. This advantage of the present construction is attained on account
of the chain not being wound up by the direct action of the said friction ring, but
by the disc fastened on the shaft, so that the said disc and shaft will rotate until
the brakes have been properly drawn against the wheels, but will then remain at
rest whilst the friction ring will rotate alone as long as the wheel in contact with it
revolves.
In order to be able to make use of the strain produced by the said chain or other
similar device at other parts of the train for the purpose of putting on other brakes
in the train a special guiding arrangement is used. This guiding arrangement
consists essentially of jointed links fitted to the ends of the carriage or other rolling
stock, and which can be connected to similar jointed links on the other carriage
firmly, and so that while the joints remain movable at their ends they can follow
the approaching and receding motions of the two coupled carriages. At suitable
points of these jointed links guide rollers are fitted, over which a part of the draw
chain arranged throughout the train passes, so that the said chain, while remaining
suitably stretched, can conform to the different positions of the carriage without
altering its length, and therefore without being tightened or slackened by the
motion of the carriages.
By the combination of the said arrangements it is therefore possible either to
apply the brakes to the train in a direct manner from any point of the train, or to
set in action other devices for transmitting power, and thereby putting on the
brakes in an indirect manner.
In an alternative mode of working this form of brake I adapt thereto hydraulic
power by means of piping connected with any ordinary suction and force pump.
Having set forth the nature of this Invention I will now proceed to more

page_text: .
particularly describe the mode of carrying the same into effect by the aid of the
accompanying Drawings.
Figures 1 and 2 shew in side elevation and cross section the friction ring on its
sheave or disc.
Figures 3 and 4 shew what I term the intermediate gear.
And Figures 5 and 6, the arrangement for guiding the chain, or what I term the
transmission coupling.
Figures 7, 8, and 9 shew the entire arrangement on a carriage.
Figures 10, 11, 12, 13, and 14 shew the hydraulic gear as an alternative for the
aforesaid intermediate gear and transmission coupling; and Figures 15 and 16 shew
two entire trains fitted with brakes according to the present Invention.
The principal parts of this brake are,-
1st. The friction gear.
2nd. The controlling or intermediate gear.
3rd. The guiding arrangement or transmission coupling.
4th. The lifting gear.
And, 5th. The hydraulic gear as an alternative for Nos. 3 and 4.
The construction of the friction gear is indicated in Figures 1 and 2. It serves
to press the brake blocks against the tyres either directly or by means of the brake
levers. A rocking shaft W carries a fast disc or sheave S, on which a friction clip
or ring R is fitted loosely, and turns freely. The shaft W is held by two movable
arms hanging under the carriage framing, and it can thereby be moved away from
or towards one of the pair of wheels of the carriage..
The friction ring R is set opposite to the tyre of the wheel, and is made with a
cylindrical or a grooved periphery, according as it is intended to press either against
the bearing surface or against the flange of the tyre. In the latter case the groove in
the friction ring is made of such a shape as to grip the flange, even in case the gear
should chance to be slightly displaced to one side.
The action of this apparatus is as follows, that is to say:-On the shaft being
lowered the friction ring R comes in contact with the wheel, and is thereby caused
to revolve, transmitting its motion to the fixed sheave S and the shaft; it thereby
winds the brake chain b on to the said shaft, and applies the blocks to the wheels,
as described further on.
Without departing from the substance of this Invention, the friction ring may be
so arranged that it can be driven from its inner instead of outer surface by the
carriage axle. For this purpose it may have a loose sheave or drum adjustable to
its outer circumference instead of on its inner side, to which sheave or pulley the
chain communicating with the brake blocks is attached. In this case the axis of
the friction ring is in the line of the carriage axle on which a conical sheave is
fixed, and against which the said friction ring can be pushed when the brakes are
to be applied. The said friction ring will then be caused to rotate, and draw with
it the loose sheave or drum which will wind up the brake chain. When the brakes
are off the said friction ring will be pushed on one side, and be out of contact with
the friction cone fixed on the carriage axle.
The construction of the controlling or intermediate gear is shown in Figures 3
and 4; it serves to bring the friction ring into or out of contact with the periphery
of the wheel, and hence to put on or take off the brake.
It comprises a spindle or shaft arranged under the carriage, carrying a pulley 8
with two grooves, and fitted with a crank handle H at each end at the sides of the
carriage. A short arm d on the shaft is connected by a chain ¹ to the brake
mechanism, and from the connecting rod L a second length of the chain ³ passes
round the pulley in one direction, and another k in the contrary direction, both
being fixed to the pulley. By drawing the connecting rod L in one or the other
direction the pulleys are caused to turn; the chain is thereby wound on or off,
and the friction ring and sheave put on or taken off. Similarly the slackening of
the connecting rod will tighten or slacken the brake mechanism.
The crank handle H is set in such manner as to be downwards when the brake

page_text: touches the wheel; and when the crank is turned upwards, and held in that position
by a suitable arrangement, as, for instance, the chain and shackle v (shewn in
Figures 3 and 4), the brake mechanisın is slackened off. This crank handle H,
however, should only be hung in the shackle v when the carriage does not form
part of a train, as it is intended for shunting purposes only.
In order to connect the different brake-controlling parts of a train in such a
manner that all or several of the brakes can be set in action simultaneously, and
from a single point, a continuous transmission is necessary. This should by pre-
ference be adapted under each carriage, and be set in motion by some convenient
mechanical or hydraulic gear. The guide links shewn in Figures 5 and 6 are
arranged to carry this mechanical transmission when adapted between each pair of
carriages.
The link G¹ hinged on each end of a carriage carries at one end a solid guide
roller, and on the other end a roller with only one side cheek. This end is so formed
that it may be coupled up with the next link. The two halves then form together
a whole roller 3, 4, and the two links G', G³, constitute one coupling, which is
movable at each end where the links are hinged on the carriages, and in the
middle, while it can accommodate itself to the different relative positions of the
carriages.
In order to render the transmission links capable of accommodating themselves
to the lateral changes of position of the carriages, these links are connected to cast-
iron hinges u¹, u³, which can swing on a pin resting in a bracket on the carriage.
A chain k, passed over the rollers held in links, thus enabled to adjust itself to
the different positions and distances apart of the carriages without said chain being
tightened up or slackened.
It will be seen that the number of the links, as well as that of the pulleys, can
be increased; and in this case the position or set of the pulleys will have to be
adjusted, so that the chain running over them remains always free. Similarly,
instead of two separate guide links G' or G2, at each end of each vehicle, a single
whole one, not divisible in the centre, may be applied. In this case it is to be
coupled direct with the next carriage.
In order to set up the continuous connection throughout the train of which the
guiding links G1, G2, between the carriages constitute the carriers, the chains k
running over the rollers 1, 2, and connected to the controlling gear are hooked up
at x, as shewn in Figure 5. The remaining length of chain is hung up at U2 in
reserve. The eyes o², 0%, serve as checks to prevent the parts at which the chains
are hooked together from running off the rollers.
To work the brakes of a carriage, two or more carriages from the guard's van or
from the tender, a special manipulating or lifting apparatus is required in addition
to the mechanical transmission, and leading to the van or tender. For this purpose
the lifting gear is either connected with the controlling gear by means of a lever
and draw bars, or hooked directly on to the chains coming from the controlling gear.
In the latter case the chain transmission running under the carriage can, as shewn
in Figure 16 at p, be guided over three pulleys set on a bracket, the middle one of
which can be raised or lowered by a draw bar q, in order thereby to tighten or
slacken the chain. The motion of this bar q can be effected by a hand wheel t
from the van, and gradually or instantaneously, according as the brake is required
to operate slowly or quickly.
In Figures 7, 8, and 9 the frame of a carriage is shewn, on which the friction gear
the controlling gear, and the coupling links are adapted in the manner required for
the cases above mentioned.
The different sets of brakes on a train may likewise be connected in such a
manner that they can be set in operation by hydraulic pressure instead of the
mechanical arrangements above described. For this purpose the hydraulic trans-
mission, Figures 10, 11, 12, 13, and 14 can be adopted. It consists essentially of a
suction and force pump a with tank b, a line of piping c adapted under the
carriages and a casing g.

page_text: The said pump is portable, and can be set on the tender or any convenient part
of the train, and is connected with the pipes by the cocks d and e, and the casing g
is on one side in suitable connection with the pipes c, and on the other with the
shaft W of the controlling gear.
The said casing g contains a moveable diaphragm g¹, consisting of a metal plate
set on a membrane of leather, india-rubber, or similar substance, and connected to
a rod in such a manner that when pressure is brought to bear against the said
diaphragm g' the rod y connected to the rods z, z, will be lifted, and thereby caused
to act through the levers 21, 21, on the shaft z2, 22, and so by means of the lever z³
draw on the chain connected to the axle W of the friction ring R.
On forcing the water from the tank by a few strokes of the pump through the
cock e into the pipes, the pressure on the diaphragms will cause the controlling
gears of the train to be raised, and thereby keep the sheaves with the friction rings
R off the wheels. To maintain a uniform pressure on the pipes the lever of the
pump can be retained under pressure in some convenient manner, so that should the
diaphragms happen to give way the pressure required will be at once automatically
restored.
In order to put on the brake the cock d has to be turned, the controlling gears
will fall by their own weight as the pressure is removed, the friction will come into
contact with the wheels, and the brakes will be put on while the water runs back
into the tank.
A sufficient quantity of glycerine is preferably mixed with the water to prevent
freezing in cold weather. The pipes at the ends of the carriages are connected
together by any suitable form of coupling f.
The combination of parts, described above, to form a brake is such that these
brakes can be used as required either as continuous or in sets, or as single, or as
shunting brakes.
On passenger trains it is advantageous to enable the engine driver to control the
putting on and taking off of the brakes. The present construction will, however,
permit the brakes to be likewise worked from another part of the train.
Figure 15 shows a train arranged with the continuous chain brake, the working
of which is in the hands of the engine driver.
When making up a train the following points must be attended to, namely:
After the different carriages have been shunted together, and by coupling them up
together have formed a train, the whole of the friction sheaves, as well as the side
crank handles, are let down until the friction rings are brought into contact with
the tyres. The transmission couplings are then fastened between the carriages by
being bolted together, and the transmission completed by passing the end of one
chain over the centre pulley, and hooking it by the coupling at its end to the
ring of the chain of the next carriage.
By these means the tension of the transmission is kept so uniform throughout
the whole of the train, and so entirely independent of any position of the carriages
while running, that the simultaneous slackening or tightening of the brakes on the
whole train can be effected with perfect certainty. On turning to the left, the
hand wheel of the lifting gear in the carriage from which the braking is arranged
to take place, the whole of the transmission will be drawn up, and each single brake
gear slackened off the wheels. For braking, the hand wheel is turned in the
contrary direction, that is, to the right, and the whole of the brakes are simul-
taneously set in action.
If the hydraulic transmission be used for the continuous brake similar general
Of course,
arrangements will have to be attended to on making up the train.
instead of coupling up the links, the different pipes will have to be connected. On
pumping the water into the pipes the tap of the last carriage must remain open
until some water runs out, when it will be closed. On continuing the strokes of
the pump the different brake gears will be slackened off the wheels, and then the
pump lever can be stopped, and set under pressure. When the brakes are to be

page_text: applied the gradual or quick opening of the second cock will produce a similar
gradual or instantaneous setting in action of the brake mechanism.
In case of a breakage between the carriages all the brakes of the broken-off part
of the train are instantaneously set in action, because as soon as the transmission
chain or the hydraulic transmission is broken the friction sheaves drop down on the
wheels, and the train will thus be stopped.
The great length of goods' trains renders it advantageous to provide them with
brakes arranged in sets, in which several brake vans are united in one set, and then
only so many brakesmen will be required on the train as there are sets in the same,
allowing the set next to the tender to be worked by the engine driver.
In making up the train the foregoing general rules should be attended to, the
only difference being that the transmission, instead of being continuous throughout
the whole train, is here in sets acting either by mechanical or hydraulic power, as
described.
Figure 16 shows a train made up with separate sets of brakes, the first set being
controlled by the engine driver.
It will be seen that in each set of carriages one must be adapted for working the
brakes in the manner previously described.
When the hydraulic transmission is employed the first and last cock of each group
must, of course, be kept closed.
The service will often require a single brake van to be made up in the train,
independent of other carriages and brakes.
It will be seen from the foregoing description that any single carriage can be
provided with a brake according to this Invention, and kept isolated.
Each carriage provided with a brake on this principle must, on being sundered
from the train, have the crank handle H fastened up in the retaining shackle v,
thereby slackening the brake. If it be necessary to put on the brakes during
shunting all that is required is to draw the shackle v off the crank, and the
friction sheaves will come into action. This can be done without danger, and from
the side of the carriage, even when it is running at a high speed, thereby greatly
facilitating the shunting work.
Having thus fully described the said Invention, as communicated to me by my
foreign correspondent, and the manner of performing the same, I wish it understood
that I claim,
First. The mechanism shewn in Figures 1 and 2, as described, for the purpose of
automatically braking railway carriages.
Second. The friction ring constructed as above set forth, and revolving loosely on
the sheave or pulley, and set in motion from its periphery either by the carriage
wheel or by a pulley on the axle of the carriage for the purpose of transmitting
the energy or vis viva of the carriage in motion to the brake mechanism, as above
described.
Third. The construction of the friction ring by which the same can be driven
from its inner surface by a cone on the axle of the carriage, and have a loose sheave
or pulley on its outer surface, which it can actuate in order to set brake gear in
motion, as above described.
Fourth. The construction of the pulley or sheave revolving inside the friction
ring, which pulley or sheave being rotated up to a certain point by the friction
ring, and held up to this point by the continued rotation of the ring, thereby
produces the required pull or pressure on the brake mechanism, as described.
Fifth. The controlling or intermediate gear, shewn in Figures 3 and 4, and as
above described, for the purpose of tightening on or slackening the brake blocks off
of the wheels.
Sixth. The peculiar construction of the controlling gear with the crank handle
set at each side to enable the brakes to be set on or taken off during shunting by a
person at the side of the carriage, as described.
Seventh. The guide links, substantially as described, and as shown in Figures 5
and 6, for the purpose of compensating for the differences in length of the aforesaid

page_text: chain or rope, and either with or without the contrivances by which the number of
the separate links can be increased at will, and adapted to all the changes of position
of the carriages, or by which the positions of the rollers may be chosen in such
manner that a chain or rope passed over them shall not have its length in any way
altered by any change in the position of the links, as above described.
Eighth. The peculiar construction of the guide rollers in halves of each link by
which a whole pulley is formed when two links are coupled togther, and which at
the same time constitute the means of coupling.
Ninth. The arrangement of the guide links, according to which the same are not
divided in the middle and then hooked together, but constitute a whole at each
side, in order to be coupled to the next carriage.
Tenth. The arrangement, shewn in Figures 10, 11, 12, 13, 14, as described, for
the purpose of setting the brake gear in or out of action by means of hydraulic
pressure.
Eleventh. The peculiar connection of the suction and force pump with the
hydraulic piping by means of the two cocks for the purpose of forcing the water
into the pipes or back into the tank, as described.
Twelfth. The peculiar construction of the lifting diaphragm for the purpose of
transmitting the bydraulic pressure on the same directly or indirectly to the brake
gear.
Thirteenth. The peculiar construction of the connection of the diaphragm with
the shaft of the controlling gear for the purpose of raising and lowering this gear
by hydraulic pressure.
Fourteenth. The arrangement of the pump lever by which this lever can be placed
under pressure, in order to prevent any giving way of the diaphragm through any
accidental escape of water.
Fifteenth. The combination of the whole or any of the above parts on a railway
train for the purpose of automatically braking the same as described, and as shown
in Figures 7, 8, 9 of the Drawings.
Sixteenth. The arrangement of the different parts for the purpose of working
the whole of the brakes on a train from a single point on the said train simultaneously
and automatically as described, and shown in Figure 15 of the Drawings.
Seventeenth. The arrangement of the different parts described above for the
purpose of uniting several of the brakes on a train into a set, and working this set
simultaneously and automatically from a single point on the train as described, and
as shown in Figure 16 of the Drawings.
Eighteenth. The arrangement of the different parts for the purpose of enabling
the brakes of a carriage, or two or more carriages, when being shunted, to be
worked simultaneously and automatically from the sides of the carriages, as above
described.
In witness whereof, I, the said William Robert Lake, have hereunto set my
hand and seal, this Twenty-first day of March, in the year of our Lord One
thousand eight hundred and seventy-eight.
W. ROBT. LAKE. (LS.)