IMPROVEMENTS IN BREAKS FOR LOCOMOTIVES AND LIKE PURPOSES
Year: 1886

page_text: I, GEORGE HAMILTON POOR, of St. Louis, in the State of Missouri, United States
of America, Mechanical Engineer, do hereby declare the nature of my invention for
IMPROVEMENTS IN BREAKS FOR LOCOMOTIVES AND LIKE PURPOSES, and in what
manner the same is to be performed, to be particularly described and ascertained in
and by the following statement:-
Referring to the drawings accompanying this specification,
Figure 1, is a side elevation of a locomotive-frame and the drivers thereof having
breaks embodying my invention applied thereto. Figure 2 is a top elevation or
plan view of the same. Figures 3 and 4 are enlarged views of portions of what is
shown in Figures 1 and 2, to give a better idea of the connections of the individual
pull-rod, floating lever, and break-head as combined. Figure 5 is a diagram or
plan showing the break mechanism as applied to both sides. Figure 6 is a side
elevation of the break head and shoe, with sectional view of the floating levers for
applying the power thereto, showing one means of compensating for the wear of
the shoe and the position of the break-heads. Figure 7 is a detached view of the
floating lever for applying power to the shoe. Figure 8 is a perspective, and
Figure 9 a side elevation, of the hanger used to suspend the break-head between
the middle pair of drivers when the distance is too small to admit of the usual
mode of hanging.
Figure 10 is a diagram of the floating levers, the bell-crank or
power lever, and the pull-rods, showing the preferred connection, relative portions,
and arrangement of the same, whereby the power is equally applied to the several
break-heads. Like letters refer to like parts wherever they occur.
My present invention relates to the construction of breaks in general, but has
been specially devised for use as a driver-break for locomotives, and has peculiar
advantages when applied to locomotives having four or five coupled drivers, or
what is termed the "consolidation" type of locomotives; but do not wish to be
understood as confining the invention to any special type of locomotive, or even to
locomotives of all classes, as the devices will be found of general application as
a break system, especially where obstructions prevent the use of break-beams to
advantage.
The object of the present invention is, first, to provide a break system whereby
the pressure may be applied upon one side only of the wheel, or in other words, the
break-shoe may be applied only on one side of the wheel; secondly, so to arrange
and proportion the levers of said system that no power is expended upon a fixed
fulerum, but that all the power is conserved and divided upon the wheels in
succession, as desired, or applied equally to all the wheels; and, thirdly, so to
combine the break heads with the system of levers that there shall be a com-
pensation for any unequal wear of the shoes or other parts, that said wear may not
affect the application of the desired pressure to all the shoes.

page_text: To accomplish said objects I employ a system wherein a series of break heads,
each head of the series-suspended on the same side of its respective wheel, are
operated by a series of floating levers, consecutively connected by a series of
pull-rods, so that the floating levers shall be levers of the third order, (see diagram
fig, where Pindicates the pull rod, W the end of the lever with which the next
pull rod is connected, and I the break-head,)-or, in other words, where the floating
levers receive the power at a point intermediate between the break head end of the
lever and that end of the lever which is connected with the next lever of the series;
and this embodies the first feature of the invention.
For
When it is desired to apply the power equally and apply it uniformly to all the
shoes, the arms of the several floating levers-are-so-proportioned relatively to each
other and the successive levers of the series us to accomplish that result.
example, in ease-it is de ired to apply power equally to five drivers, the-proportions
of the arms of the floating levers will be substantially as follows: in the first, or
that nearest the source of power, four-(4)- to one-(1); second, three (3) to one-(+)+
third, two (2)-to-one-(1); fourth, lever equal, the long arms of the levers connected
with the break-heads, and the short arms of the levers consecutively connected by
the pull rods. As the number of drivers decrense, the floating levers are consecu-
tively omitted, commencing with the first of the series, or-that-nearest the power,
then the second, and so on; and this illustrates the second-feature of my invention.
As the shoes or wheels become worn or the frame is raised or lowered on the
springs, the break heads will change and vary in position, and to compensate for
this and avoid any irregular action between the levers &e, various expedients well
known to the skilled mechanie may be employed-as, for instance, a link or clevis ;
but I prefer to avoid loose or link-connections, where practicable to do so, and have
therefore provided the head with a wedge-shaped slot, and form the head end of
the floating lever wedge shaped in cross section, so arranging the two that the thick
end of the wedge of the lever rests in the narrow part of the slot in the head,
whereby ample motion of the head on the lever is obtained to compensate for any
and all changes in the relation of the parts, and at the same time the power of the
lever is directly applied to the break head; and this constitutes the third feature
of my invention.
There are other minor features of novelty pertaining to the details of construe-
tion, which will hereinafter more fully appear.
Having indiented the breadth or scope of my invention, I will now proceed to
describe more specifically the preferred form illustrated in the drawings, so that
others may apply the invention, either in that form or modified as circumstances
and particular forms of cars or locomotives may render necessary.
In the drawings, A indieates the frame; B, the wheels or drivers of a loco-
motive; F, the break-heads; C, the hangers by which the break-heads are suspended
from the frame A, which hangers may be of any approved form when the space
between the drivers is sufficient; and C¹, a special form of hanger adapted for use
with the middle pair of drivers, or where the distance between the drivers is too
small to use the present form of hangers. This hanger C, (see figs. 8 and 9) is of flat
or plate form, of such thickness as will permit of its arrangement and free move-
ment between the driver (or wheel) and frame A, so that its point c, of suspension
from the frame may be such as will permit the break-head to swing back from the
driver B, when the breaks are released; and in order to give it the necessary
strength to resist the strain necessarily brought on it when the breaks are applied,
said hanger may be widened out at its middle, as at c². It may be provided with
two pivot-pins, one of which, c, is journaled in a box c, on the frame A, while on
the other, c, the break-head F, is journaled. By means of the above or equivalent
hangers the several break-heads F, are suspended in front of their respective wheels
or drivers.
It will be noticed that the break-heads are used only on one side of the wheels,
and all on the same, preferably the front, side.

page_text: The forward break-heads F, of the two sides are connected by a break-beam D,
as shown in the drawings, while the remaining break-heads are each connected with
the horizontal floating lever G.
The preferred form of the break-heads F, and the horizontal floating levers G, is
shown in figs. 6, 7, and 8,-that is to say, the break-head is formed with the
rearwardly-diverging lugs f, f, or in any other manner which will form a wedge-
shaped slot widest at its outer end, and the end of the horizontal floating
lever G, which is connected with the head F, is tapered in cross-section, or is
wider at one edge than at the other, and the bolt-hole g, which receives the bolt
or pin g', that connects the head and the horizontal floating lever is formed near
the wider edge of the lever (see fig. 7). The wide edge of the horizontal floating
lever is toward the bottom or narrow portion of the wedge-shaped slot f, of the
head F, and thus the power is applied directly to the head, and the horizontal
floating lever can maintain any given position, while the head can rock or move
to compensate for wear, say, of driver, &c. It is evident that a link or clevis
connection which permitted motion between the break-head and horizontal floating
lever and between the horizontal floating lever and the pull-rod would accomplish
similar results, but it is not, in my opinion, as desirable as the construction
shown, as there would be more lost motion between the break-heads, power-
levers &c.
The horizontal floating levers I have numbered 1, 2, 3, &c, commencing nearest
the source of power, and while the last in the series (see G*, fig. 10) should have
its arms of substantially equal length, the arm which carries the break-head F,
should gradually increase in length, and the arm to which the pull-rod is attached
should gradually decrease in length the nearer to the power the lever of the series
is as, for instance, fourth lever, equal arms; third lever, two to one; second
lever, three to one; first, four to one.
The several horizontal floating levers are successively connected by pull-rods P,
which extend from the short arm of one lever to the point of applied power in
the next lever of the series, so that I obtain a succession of horizontal levers of
the third power so connected with each other and with the power as to divide up
the power equally among all the shoes. The last of the horizontal levers of the
series will be connected to break-beam D.
As before pointed out, in case of an engine having four drivers, as shown in
figs. 1 and 2, which is the most common form of consolidation locomotives, the
first horizontal lever of fig. 10 would be omitted; if the engine had but three
drivers, then the first and second horizontal levers would be omitted, and if the
engine had but two drivers, then the levers G,-first, second, and third,-of
fig. 10 would be omitted. To this system the power may be applied by means
of an air or steam cylinder, or by any other of the many well-known ways or
means.
When an air or steam cylinder is employed, as shown at E, I prefer to commu-
nicate the power through a bell-crank lever H, having its shaft or pivot at the
angle and carried on a fulcrum bracket I, projecting down from the frame A, as
thereby the strain or pull from both piston-rod and pull-rods is rendered direct or
in a right line, the arc movement of the outer end of the long arm or bell-crank
lever I, being compensated for by the links e, which connect the piston and bell-
crank.
It will be noted, that by using a series of floating levers, operating in substantially a
horizontal plane, as shown, the shoes may be placed on one side only so as to adapt the
pevices for the "consolidation" type of engines, or those having close coupled drivers; all
wear of the brake-shoes can be compensated for; the power applied uniformly if desired,
and the operative combination reduced to a single series of levers, and a single line of
pull-rods.
I am aware that break-shoes carried or supported by rock arms fulcrumed on plates
attached to the locomotive frame have been actuated by equalizers, or floating levers, con-
nected by rods, the terminal equalizer being anchored to, or having a fulcrum on the

page_text: ocomotive frame, as shown in Beal's United States Patent No. 271,189, and Beard's
United States Patent No. 309,122; and I am also aware that suspended break-heads
have been actuated by a double line of pull-rods, and vertically-arranged levers of the
third power, as shown in Clark's English Patent, No. 2293 of 1874, and do not claim
the same.
It will be noted that by applying the principle of a series of floating levers of
the third power, and gradually decreasing the difference between the arms as the
levers are placed more and more distant from the source of power, the shees may
be placed on one side only, the pressure equalized on all the shoes, loss of power
avoided and all wear on the shoes, whether the same be equal or unequal, can be
compensated for, so as not to affect the equality of pressure.
I am aware that break shoes carried or supported by rock arms fulerumed on
plates attached to the locomotive frame have been netuated by means of equalizers
or floating levers-connected by rods, the terminal equalizer being anchored to or
having a fulerum on the locomotive frame, and do not herein claim the same, for
the reasons, first, because power is expended on a fixed fulcrum interposed between
the floating levers and the shoe, viz: the rock lever fulerumed on the frame, and
which carries the shoe ; secondly-because-power-is-expended on a fixed fulerum ut
the point where the terminal-equalizer is connected to the locomotive frame, all of
which it is the object of my invention to avoid; thirdly, because such a system as
above disclaimed cannot be applied in a series to one side of the wheel only so as
to give equal pressure upon each wheel; fourthly, such means of supporting the
break-shoes, viz; on pivoted rock-arms, can-only be applied to locomotives
having considerable-space-between the drivers, and prevents automatic adjustment
of the shoes to compensate for wear. In my invention the shoe or break-head is
suspended by a link or hanger, or its equivalent, or is what may be termed a
'floating break-head," as no fulcrum is interposed between it and the floating
lever by which it is operated. As a result, no power is lost or ueslessly expended,
and the shoe automatically adjusts itself to compensate for wear.
"
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:-
8:-
First. The combination, in a break system, of link suspended or floating break-
hends and floating lovers for nctuating the break heads, said floating levers
connected by all-rods arranged so that all the levers shall be levers of the third
order, substantially as and for the purposes-specified.
Second. The combination, in a break system, of suspended break heads, floating
levers-for-actuating the break heads, and pull-rods for connecting the floating
levere, said pull-rods so connected with the floating levers that the difference in
length-between the arms of the levers shall decrease gradually from the first to
the last lever of the series, substantially as and for the purposes specified.
First. In a break system, the combination of a series of link-suspended, or floating
break-heads, one for each of the wheels of one side of a locomotive, all of said break-heads
suspended on one and the same side of the respective wheels; a series of substantially
horizontal floating levers, for actuating said break-heads; and a single line of pull-rods,
substantially as and for the purposes specified.
Second. The combination in a break system, of a series of link-suspended, or floating
break-heads, and a series of substantially horizontal floating levers for actuating the
break-heads, said levers connected by pull-rods arranged so that all the levers shall be
levers of the third order, substantially as and for the purposes specified.
Third. The combination with a series of link-suspended, or floating break-heads, of a
series of substantially horizontal floating levers, each of which is directly connected at one
end to its respective break-head, and by its opposite end connected to the next lever of the
series at a point between its two extremities, substantially as and for the purposes
specified.
Fourth. The combination of two systems of breaks, one for the wheels of each side

page_text: each of said systems consisting of a series of link-suspended, or floating break-heads,
substantially horizontal floating levers, and a single line of pull-rods which connect all the
levers of a side so that said levers shall be levers of the third order, and a transverse
break-beam which connects the two systems at one end, substantially as and for the
purposes specified.
Third fifth. In a break system, the combination, with the lever of wedge-shaped
cross-section, of a break-head having a wedge-shaped slot, the thickest edge of the
lever arranged in the narrow portion of the slot, and a pin for connecting the
two, so that the head can rock on the lever substantially as and for the purposes
specified.
Fourth. In a break system, the combination of a series of floating levers and
suspended break-heads loosely connected to one end of the said floating levers, and
puli-rods which connect the free end of one of the levers with the next lever of the
series at a point between its two extremities, substantially as and for the purposes
specified.
Fifth. In a break system, the combination, with suspended break heade, of
a-series-of-floating levers for actuating the same, a series of pull rods which
successively connect the free ends of the levers with the next adjacent lever, a
fulerum-bracket, and a bell crank lever for applying the power to the break
system, substantially as and for the purposes specified.
Sixth. The combination of two systems of breaks, one for the wheels of euch
side, each of said systems consisting of a series of floating levers, one end of each
lever of the series connected with a suspended break head, while the free end of
each lever is connected with the succeeding lever of the series at a point between
its extremities, and the final levers of the two systems connected to a brake beam
which carries the break heads for the front wheels, substantially as and for the
purposes specified.
A 1000
ALLISON BRO³,
Agents for the Applicant.

page_text: I, GEORGE HAMILTON POOR, of St. Louis, in the State of Missouri, United States
of America, Mechanical Engineer, do hereby declare the nature of my invention for
IMPROVEMENTS IN BREAKS FOR LOCOMOTIVES AND LIKE PURPOSES, and in what
manner the same is to be performed, to be particularly described and ascertained in
and by the following statement :-
Referring to the drawings accompanying this specification,
Figure 1, is a side elevation of a locomotive-frame and the drivers thereof having
breaks embodying my invention applied thereto. Figure 2 is a top elevation or
plan view of the same. Figures 3 and 4 are enlarged views of portions of what is
shown in Figures 1 and 2, to give a better idea of the connections of the individual
pull-rod, floating lever, and break-head as combined. Figure 5 is a diagram or
plan showing the break mechanism as applied to both sides. Figure 6 is side
elevation of the break head and shoe, with sectional view of the floating levers for
applying the power thereto, showing one means of compensating for the wear of
the shoe and the position of the break-heads. Figure 7 is a detached view of the
floating lever for applying power to the shoe. Figure 8 is a perspective, and
Figure 9 a side elevation, of the hanger used to suspend the break-head between
the middle pair of drivers when the distance is too small to admit of the usual
mode of hanging. Figure 10 is a diagram of the floating levers, the bell-crank or
power lever, and the pull-rods, showing the preferred connection, relative portions,
and arrangement of the same, whereby the power is equally applied to the several
break-heads.
My present invention relates to the construction of breaks in general, but has
been specially devised for use as a driver-break for locomotives, and has peculiar
advantages when applied to locomotives having four or five coupled drivers, or
what is termed the "consolidation" type of locomotives; but I do not wish to be
understood as confining the invention to any special type of locomotive, or even to
locomotives of all classes, as the devices will be found of general application as
a break system, especially where obstructions prevent the use of break-beams to
advantage.
The object of the present invention is, first, to provide a break system whereby
the pressure may be applied upon one side only of the wheel, or in other words, the
break-shoe may be applied only on one side of the wheel; secondly, so to arrange
and proportion the levers of said system that no power is expended upon a fixed
fulcrum, but that all the power is conserved and divided upon the wheels in
succession, as desired, or applied equally to all the wheels; and, thirdly, so to
combine the break-heads with the system of levers that there shall be a com-
pensation for any unequal wear of the shoes or other parts, that said wear may not
affect the application of the desired pressure to all the shoes.

page_text: To accomplish said objects I employ a system wherein a series of break-heads,
each head of the series suspended on the same side of its respective wheel, are
operated by a series of floating levers, consecutively connected by a. series of
pull-rods, so that the floating levers shall be levers of the third order, (see diagram
fig. 5, where P indicates the pull-rod, W the end of the lever with which the next
pull-rod is connected, and F the break-head,) or, in other words, where the floating
levers receive the power at a point intermediate between the break-head end of the
lever and that end of the lever which is connected with the next lever of the series;
and this embodies the first feature of the invention.
When it is desired to apply the power equally and apply it uniformly to all the
shoes, the arms of the several floating levers are so proportioned relatively to each
other and the successive levers of the series as to accomplish that result. For
example, in case it is desired to apply power equally to five drivers, the proportions
of the arms of the floating levers will be substantially as follows: in the first, or
that nearest the source of power, four (4) to one (1); second, three (3) to one (1);
third, two (2) to one (1); fourth, lever equal, the long arms of the levers connected
with the break-heads, and the short arms of the levers consecutively connected by
the pull-rods. As the number of drivers decrease, the floating levers are consecu-
tively omitted, commencing with the first of the series, or that nearest the power,
then the second, and so on; and this illustrates the second feature of my invention.
As the shoes or wheels become worn or the frame is raised or lowered on the
springs, the break-heads will change and vary in position, and to compensate for
this and avoid any irregular action between the levers &c, various expedients well
known to the skilled mechanic may be employed-as, for instance, a link or clevis ;
but I prefer to avoid loose or link connections, where practicable to do so, and have
therefore provided the head with a wedge-shaped slot, and form the head end of
the floating lever wedge-shaped in cross-section, so arranging the two that the thick
end of the wedge of the lever rests in the narrow part of the slot in the head,
whereby ample motion of the head on the lever is obtained to compensate for any
and all changes in the relation of the parts, and at the same time the power of the
lever is directly applied to the break-head; and this constitutes the third feature
of my invention.
There are other minor features of novelty pertaining to the details of construc-
tion, which will hereinafter more fully appear.
Having indicated the breadth or scope of my invention, I will now proceed to
describe more specifically the preferred form illustrated in the drawings, so that
others may apply the invention, either in that form or modified as circumstances
and particular forms of cars or locomotives may render necessary.
In the drawings, A indicates the frame; B, the wheels or drivers of a loco-
motive; F, the break-heads; C, the hangers by which the break-heads are suspended
from the frame A, which hangers may be of any approved form when the space
between the drivers is sufficient; and C¹, a special form of hanger adapted for use
with the middle pair of drivers, or where the distance between the drivers is too
small to use the present form of hangers. This hanger C', (see figs. 8 and 9) is of flat
or plate form, of such thickness as will permit of its arrangement and free move-
ment between the driver (or wheel) and frame A, so that its point c^, of suspension
from the frame may be such as will permit the break-head to swing back from the
driver B, when the breaks are released; and in order to give it the necessary
strength to resist the strain necessarily brought on it when the breaks are applied,
said hanger may be widened out at its middle, as at c². It may be provided with
two pivot-pins, one of which, c', is journaled in a box c, on the frame A, while on
the other, c³, the break-head F, is journaled. By means of the above or equivalent
hangers the several break-heads F, are suspended in front of their respective wheels
or drivers.
It will be noticed that the break-heads are used only on one side of the wheels,
and all on the same, preferably the front, side,
J

page_text: The forward break-heads F, of the two sides are connected by a break-beam D,
as shown in the drawings, while the remaining break-heads are each connected with
the floating lever G.
The preferred form of the break-heads F, and the floating levers G, is shown in
figs. 6, 7, and 8, that is to say, the break-head is formed with the rearwardly-
diverging lugs f, f, or in any other manner which will form a wedge-shaped slot f¹,
widest at its outer end, and the end of the floating lever G, which is connected with
the head F, is tapered in cross-section, or is wider at one edge than at the other,
and the bolt-hole g, which receives the bolt or pin g¹, that connects the head and
floating lever is formed near the wider edge of the lever (see fig. 7). The wide
edge of the floating lever is toward the bottom or narrow portion of the wedge-
shaped slot f¹, of the head F, and thus the power is applied directly to the head;
and the floating lever can maintain any given position, while the head can rock or
move to compensate for wear, say, of driver, &c. It is evident that a link or clevis
connection which permitted motion between the break-head and floating lever and
between the floating lever and the pull-rod would accomplish similar results, but it
is not, in my opinion, as desirable as the construction shown, as there would be
more lost motion between the break-heads, power-levers &c.
The floating levers I have numbered 1, 2, 3, &c, commencing nearest the source
of power, and while the last in the series (see G4, fig. 10) should have its arms of
substantially equal length, the arm which carries the break-head F, should gradually
increase in length, and the arm to which the pull-rod is attached should gradually
decrease in length the nearer to the power the lever of the series is-as, for instance,
fourth lever, equal arms; third lever, two to one; second lever, three to one; first,
four to onė.
The several floating levers are successively connected by pull-rods P, which
extend from the short arm of one lever to the point of applied power in the next
lever of the series, so that I obtain a succession of levers of the third power so
connected with each other and with the power as to divide up the power equally
among all the shoes. The last of the levers of the series will be connected to
break-beam D.
As before pointed out, in case of an engine having four drivers, as shown in
figs. 1 and 2, which is the most common form of consolidation locomotives, the
first lever of fig. 10 would be omitted; if the engine had but three drivers, then
the first and second levers would be omitted, and if the engine had but two
drivers, then the levers G,-first, second, and third, of fig. 10 would be omitted.
To this system the power may be applied by means of an air or steam cylinder, or
by any other of the many well-known ways or means.
When an air or steam cylinder is employed, as shown at E, I prefer to commu-
nicate the power through a bell-crank lever H, having its shaft or pivot at the
angle and carried on a fulcrum bracket I, projecting down from the frame A, as
thereby the strain or pull from both piston-rod and pull-rods is rendered direct or
in a right line, the arc movement of the outer end of the long arm or bell-crank
lever I, being compensated for by the links e, which connect the piston and bell-
crank.
It will be noted that by applying the principle of a series of floating levers of
the third power, and gradually decreasing the difference between the arms as the
levers are placed more and more distant from the source of power, the shoes may
be placed on one side only, the pressure equalized on all the shoes, loss of power
avoided and all wear on the shoes, whether the same be equal or unequal, can be
compensated for, so as not to affect the equality of pressure.
I am aware that break-shoes carried or supported by rock-arms fulcrumed on
plates attached to the locomotive-frame have been actuated by means of equalizers
or floating levers connected by rods, the terminal equalizer being anchored to or
having a fulcrum on the locomotive frame, and do not herein claim the same, for
the reasons, first, because power is expended on a fixed fulcrum interposed between
the floating levers and the shoe,-viz: the rock-lever fulcrumed on the frame, and

page_text: which carries the shoe; secondly because power is expended on a fixed fulcrum at
the point where the terminal equalizer is connected to the locomotive-frame, all of
which it is the object of my invention to avoid; thirdly, because such a system as
above disclaimed cannot be applied in a series to one side of the wheel only so as
to give equal pressure upon each wheel; fourthly, such means of supporting the
break-shoes, viz; on pivoted rock-arms,-can only be applied to locomotives
having considerable space between the drivers, and prevents automatic adjustment
of the shoes to compensate for wear. In my invention the shoe or break-head is
suspended by a link or hanger, or its equivalent, or is what may be termed a
floating break-head," as no fulcrum is interposed between it and the floating
lever by which it is operated. As a result, no power is lost or uselessly expended,
and the shoe automatically adjusts itself to compensate for wear.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
Iim is
. The combination, in a break system, of link-suspended or floating break-
ht nd floating levers for actuating the break-heads, said floating levers
connected by pull-rods arranged so that all the levers shall be levers of the third
order, substantially as and for the purposes specified.
Second. The combination, in a break system, of suspended break-heads, floating
levers for actuating the break-beads, and pull-rods for connecting the floating
levers, said pull-rods so connected with the floating levers that the difference in
length between the arms of the levers shall decrease gradually from the first to
the last lever of the series, substantially as and for the purposes specified.
Third. In a break system, the combination, with the lever of wedge-shaped
cross-section, of a break-head having a wedge-shaped slot, the thickest edge of the
lever arranged in the narrow portion of the slot, and a pin for connecting the
two, so that the head can rock on the lever substantially as and for the purposes
specified.
Fourth. In a break system, the combination of a series of floating levers and
suspended break-heads loosely connected to one end of the said floating levers, and
pull-rods which connect the free end of one of the levers with the next lever of the
series at a point between its two extremities, substantially as and for the purposes.
specified.
Fifth. In a break system, the combination, with suspended break-heads, of
a series of floating levers for actuating the same, a series of pull-rods which
successively connect the free ends of the levers with the next adjacent lever, a
fulcrum-bracket, and a bell-crank lever for applying the power to the break
system, substantially as and for the purposes specified.
Sixth. The combination of two systems of breaks, one for the wheels of each
side, each of said systems consisting of a series of floating levers, one end of each
lever of the series connected with a suspended break-head, while the free end of
each lever is connected with the succeeding lever of the series at a point between
its extremities, and the final levers of the two systems connected to a break-beam
which carries the break-heads for the front wheels, substantially as and for the
purposes specified.