Improvements in Brakes for Railway Cars, Tram Cars, and other Cars and Vehicles.
Year: 1892

page_text: Date of Application, 23rd May, 1892-Accepted, 2nd Ju y, 1892
COMPLETE SPECIFICATION.
Improvements in Brakes for Railway Cars, Tram Cars, and other
Cars and Vehicles.
I, SIDNEY PIERCE HOLLINGSWORTH, Draftsman, a citizen of the United
States, residing at No. 1913 6th Street, N.W. in the City of Washington, District
of Columbia, U.S.A., do hereby declare the nature of this invention and in what
manner the same is to be performed, to be particularly described aud ascertained in
and by the following statement :-
The object of my invention is to provide improved brake-mechanism that may
be readily operated to stop the rotation of the wheels of street cars or trains of
railway cars, either gradually or suddenly, as occasion may require.
Previous to my invention, brakes have almost universally been applied directly
to the wheels, and these brakes have been operated either by lever connections, or
by steam, gas or air pressure.
According to my invention, I stop the rotation of the wheels by means of an
improved brake, the operation of which involves the use of a liquid to connect two
brake men:bers, the flow or movement of the liquid being controlled by valve
mechanism, regulated or operated by any suitable means. The operation of the
valve mechanism is comparatively easy, and may be conveniently effected by the use
of compressed air, electro-magnetic devices, lever mechanism and the like, requiring
for their control or actuation but a small expenditure of power.
In the accompanying drawings illustrating my invention,-
Fig. 1 is a side elevation of a standard railway car embodying my invention,
with the trucks in section ;
Fig. 2 is a plan view of the trucks, with the pneumatic valve-operating mechanism
in diagram;
Fig. 3 is an end view, on an enlarged scale, of a truck with the truck-frame in
section;
Fig. 4 is a detail view, partly in section, showing particularly the pneumatic valve-
operating mechanism and its connections;
Fig. 5 is a detail view in section of the brake members, with their fluid
connection;
Fig. 6 is a diagram view of a street car embodying my invention, showing as a
modification, lever mechanism for operating the valves;
Fig. 7 is a diagram view illustrating electro-magnetic devices for operating the
valves;
Fig. 8 is a detail view of mechanism for adjusting the connection between the
valves, and their operating mechanism; and
Fig. 9 illustrates a modification in which two brakes are applied to a single axle.
In Figs. 1 to 4, inclusive, I have shown my improvements applied to a standard
railway car. The trucks A, are in general outline of usual well-known con-
struction, suitably modified to provide means for supporting my improved brake
mechanism.
The wheels B, are arranged within the pedestals B', as usual, and the axle-
boxes B', are free to move vertically within the jaws of the pedestals. Brackets C,
are secured to beams C¹, forming part of the frame, and extend downwardly
therefrom, on opposite sides of each axle, at a suitable distance apart to accommodate
the brake mechanism. At their lower ends, the brackets may be tied together and
braced by bolts c.
I have shown brake mechanism applied to each of the four axles of the car.
The brakes are all alike, and a description of one of them will be sufficient. The

page_text: brake consists of two principal parts, an inner or rotary part D, and an outer, non-
rotary or stationary part D'. The stationary member D', forms a casing for the
rotary member, and is provided with, projections d, to afford straight, vertical edges,
adapted to fit loosely between the brackets C. The inner member D, is cylindrical
in form, its diameter being somewhat smaller than the interior diameter of the outer
member, a chamber E, being thus formed between the two members, which is filled
with a liquid, such as oil. The brake-member D, is formed with one or more (four
being shown) radially disposed recesses f, in which are arranged radially sliding
blocks F. The blocks may be fluted, as shown at ", so that the liquid may pass
into the spaces behind the valves, as indicated.
The purpose of this arrangement is to balance the pressure on the blocks, as,
when the liquid is under compression, it would be difficult to force the blocks
outwardly against the full force of the liquid; but, by allowing the liquid to press
at the inner ends of the blocks, they may readily be operated.
The blocks are provided with friction-rollers, which work in cam-grooves f³,
on opposite sides of the casing or outer member D¹. The cam-grooves are so
shaped as to move the blocks in and out at the proper times.
The member D, being rigidly secured to the axle, it is obvious that, as the axle
rotates, the member D, will rotate, and the liquid will be carried around by the
radial blocks, and the rotation will not in any way be impeded; but, if means are
provided for impeding the rotation of the liquid, the rotation of the axle will be
correspondingly impeded, and, if the flow of liquid is entirely stopped, the two
members of the brake will be firmly secured together, and the rotation of the axle.
stopped.
I accordingly provide one or more valves G, (two being shown,) to regulate and
control the flow or movement of the liquid. The valves, as shown, are rotary or
turning valves, semi-cylindrical in cross-section. It being remembered that the
member D', of the brake is stationary, it is obvious that, if the valves be given a
quarter turn from the position shown in Fig. 5, they will be closed, and the liquid
cannot rotate with the inner brake member. That is to say, suppose the axle is
rotated in the direction indicated by the arrow, the block marked 1, would press
against the liquid and force it against the valve G, at, the liquid being practically
non-compressible, and having no escape, would form a firm and rigid connection
between the inner and outer members of the brake, and therefore the rotation of
the axle would be stopped. The other blocks operate in a similar manner.
Opposite each valve G, I provide a shield or guide g, against which the valve
may work, and with the inner sides of which the blocks F, engage, when they pass
the valves. If, instead of completely closing the valves, they be partially closed,
the two members of the brake will not be locked together, but the flow of the liquid
will be impeded, so that the speed of rotation will be reduced. If, for instance, the
valves are one-half open, the blocks F, will push the liquid forward, but, as the
liquid meets a resistance in the valves G, and as the opening is comparatively
small, the flow of the liquid is impeded and consequently the speed of rotation
reduced. It will thus be seen that the brake may be applied gradually by
gradually closing the valves, which is an important feature in brake mechanism.
The liquid is confined between the two brake members; there is no outlet for it,
and the joints of the casing, axle, etc., should be carefully packed.
It will be observed that the axle has a free vertical movement, as is usual, and
the brake mechanism may move vertically with it, as the brake member D', is not
bolted to the brackets C, but is simply confined between them, being thereby held
against a rotary movement, which is all that is necessary.
In Figs. 1 to 4 of the drawings, I have shown pneumatic valve-operating
⚫ mechanism. I will describe the apparatus specifically, as illustrated, it being
understood, however, that the details of construction may be varied and a greater
or less number of valves employed, than that shown.
Each brake is shown as provided with two valves, and each valve has a
crank-arm H. The two sets of valves on each side of each truck are connected by

page_text: a rod H', so that the valves may all be moved simultaneously. Each rod H', is
provided with a slotted arm h, which has a sliding connection with the end of a
piston i, of an air cylinder I. The cylinder contains a spring-actuated piston I',
and has at its rear end a port i¹, connecting with an air-pipe J. The construction
is such that normally the spring holds the valves fully open, so that the axle and
the inner member of the brake may freely revolve; but, should air or other
suitable fluid be admitted through the pipe J, the piston will be forced inwardly
against the force of the spring, and thus move the valves to a degree corresponding
with the pressure of air admitted to the cylinder.
As I before stated, it is always desirable to apply the brakes gradually, and so
air should at first be admitted gradually, but, after a sufficient time has elapsed, the
full pressure of air may be allowed to enter the cylinder, and the valves completely
All the
or nearly closed, so as to prevent the rotation of the inner brake member.
trakes on a train of cars may be readily operated from the engine by means of
compressed air passing through suitable pipes or conduits.
In the system I have shown, K indicates the main pipe which connects the engine
with all the brakes. Each set of brakes is connected with the main pipe by the
branch pipe J, and there may be located in the system of pipes, suitable check-
valves and relief valves, as may be found necessary. I provide means whereby the
brakes on each car may be operated independently of the general brake operating
mechanism.
It sometimes occurs that a car becomes detached from the train, and so provide
on each car an air reservoir L, which is connected with the main pipe K, by a
branch pipe k, which should contain a check valve. The reservoir has a pipe l,
leading up into the car as indicated in Fig. 1, and provided with a valve . The
pipe l, continues from the valve, and joins with pipes, which lead to the branch
pipes J, connecting with the air cylinders. Check valves N, are interposed between
the pipes, and the pipes K.
The reservoir is charged by means of the pipe R, back pressure being prevented
by the check valve in the branch pipe k, and the outlet on the opposite side of the
cylinder being closed by the valve l, so that the brakes on the whole train may be
operated from the engine without bringing the reservoirs into operation. But,
should a car be detached from the train, by operating the valve l, compressed air
may be passed from the reservoir through the pipes to the cylinders I, to operate
the valves. Flexible connections for the pipes K, of well-known construction, may
be provided between the several cars.
The
In Fig. 6, I have shown mechanical devices for operating the valves.
several valves are connected together in the manner before described, and the
rod H. is suitably connected with a lever O, operated by rods O¹, connected with
levers O, having detent mechanism O³. Cranks or other well-known operating
mechanism may be readily substituted for the levers.
It is obvious that only a slight expenditure of manual power need be exerted to
operate the valves, and that the brake mechanism is sufficiently powerful to stop
the vehicle either gradually or suddenly, as occasion may require.
In Fig. 7 I have shown, diagrammatically, electro-magnetic devices for operating
the valves. The valves are provided with pins p, extending into the slotted ends
of a connecting rod P. One of the valves is provided with a spring p', which
operates to normally hold both valves fully open. The rod P, extends through a
solenoid Q, and forms the armature or core thereof. The solenoid is electrically
connected by wires 9, with a generator Q', and in the circuit is included an
adjustable resistance R. By means of the hand lever r, the strength of the current
traversing the solenoid Q, may be regulated to move the core P, to the desired
extent, and thus open the valves more or less, as may be needed.
The resistance R, with its hand lever r, may be located at any part of the train,
as on the engine, so as to control the circuit for the entire train for all the valves.
In order that the brake mechanism on each car may be operated independently, I
provide a branch circuit, the wires s, of which are connected with a battery S, and

page_text: the circuit includes an adjustable resistance R. By this arrangement, it will be
seen that practically no manual power need be expended in controlling the brakes.
It is well known that difficulty has been experienced in properly applying brakes
simultaneously to a train of cars. Some cars are loaded more heavily than others,
and the momentum of the heavily loaded cars is correspondingly greater than the
others. The lighter cars could be stopped much sooner than the heavier ones: and
consequently it is desirable that the brakes on the lighter cars shall not be applied
so suddenly as those on the heavy cars. I have provided means in my system of
brakes, for accomplishing this result. One way in which it may be done is illustrated
in Fig. 8. As there shown, the air cylinder I, is adjustable by means of an
adjusting screw T, and as the connection between the valves and the piston of the
air cylinder is adjustable, it is obvious that if the air cylinder is raised or lowered,
the leverage is correspondingly varied, so that the brake valves on the several cars
may be made to operate at different times and to different extents, as may be
desired. Of course, the mechanism should be adjusted on each car to correspond
with the load, and after having been once adjusted, all the brakes will operate in
the desired manner to stop the train without tending to stop one car sooner than
another. Each axle may be provided with a single brake, located midway between
the wheels, or it may be provided with two brakes located close to the wheels, as
shown in Fig. 9.
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. A brake comprising a member connected to rotate with an axle, a stationary
or non-rotary member, a liquid interposed between the two members of the brake,
and means for controlling the flow or movement of the liquid.
2. A brake comprising a member adapted to rotate with the wheels and axle, a
stationary or non-rotary member, a liquid confined between the two brake members,
means carried by the rotary brake member to move the liquid, and valve mechanism
for impeding the flow or movement of the liquid.
3. A brake comprising a member adapted to rotate with the wheels and axle, a
stationary or non-rotary member, a liquid interposed between the two brake
members, radially moving blocks carried by the inner brake member and adapted
to move the liquid relatively to the stationary brake member, and valves for
impeding the movement of the liquid.
4. A brake, comprising a member adapted to rotate with the wheels and axle,
and a stationary or non-rotary member, brackets for preventing the rotation of the
stationary brake member, but in which the brake members are free to move
vertically, means, carried by the rotary brake member, for moving a liquid
interposed between the two brake members, and valves for impeding or controlling
the movement of the liquid.
5. A brake comprising a member adapted to move with the wheels and axle, a
stationary or non-rotary member enclosing the rotary member, a liquid confined
between the two brake members, radially sliding blocks, means for operating them,
valves for controlling the movement of the liquid, and means for operating the
valves.
6. A brake comprising a member adapted to move with the wheels and axle, a
stationary or non-rotary member, a liquid confined between the two members of the
brake, means for moving the liquid relatively to the stationary brake member, a
normally open valve for impeding the movement of the liquid, an air cylinder
having its piston connected with the valve, and a compressed air-pipe connected
with the cylinder.
7. A brake comprising a member adapted to move with the wheels and axle, a
stationary or non-rotary member, a liquid confined between the two members of the
brake, means for moving the liquid relatively to the stationary brake member, a
normally open valve for impeding the movement of the liquid, an air cylinder

page_text: having its piston operatively connected with the valve, a compressed air pipe
connecting the cylinder with the engine of a train, and a pipe connecting the
cylinder with a reservoir on the car to which the brake is applied.
8. The combination of a series of brakes, each comprising two members connected
and disconnected by a liquid, and a series of air cylinders, an air pipe leading to the
engine to which all the cylinders are connected, a reservoir on each car of a train
of cars, and connections between the reservoir and the air cylinders of each set of
brakes on said car.
9. The combination, in a train of cars, of a series of brakes, each comprising a
member connected to rotate with an axle, and a stationary or non-rotary member,
a liquid interposed between the two members of the brake, and means for controlling
the flow or movement of the liquid, simultaneously-operated fluid-pressure devices
for applying the brakes to the several cars of the train, independent fluid-pressure
devices for each car, and devices on each car for controlling said independent fluid-
pressure devices, whereby, when a car is separated from a train, the brakes may be
applied to the detached car.
10. A brake comprising a member connected to rotate with an axle, a stationary
or non-rotary member, a liquid interposed between the two members of the brake,
devices for controlling the flow or movement of the liquid, and adjusting devices,
whereby the brake mechanism may be applied more or less gradually.
11. A brake comprising a rotary and a stationary or non-rotary member,
connected and disconnected by means of an interposed liquid, valves for controlling
the flow or movement of the liquid, means for operating the valves, and adjusting
devices to vary the movement of the valves, so that they may be operated more or
less gradually.
12. A brake comprising a member adapted to rotate with the wheels and axle, a
stationary or non-rotary member, a liquid confined between the two brake members,
means for moving the liquid relatively to the stationary member, valves for
impeding or controlling the movement of the liquid, an air cylinder having its
piston operatively connected with the valves, and devices for adjusting the
connection between the piston and the valves, for the purpose specified.
Dated this 11th day of May 1892.
SIDNEY PIERCE HOLLINGSWORTH.