Brake for Affixing on the Railway-track in Stations Used for Composing the Trains.
Year: 1896

page_text: Date of Application, 29th June, 1896
Complete Specification Left, .29th Mar., 1897-Accepted, 5th June, 1897
PROVISIONAL SPECIFICATION.
Brake for Affixing on the Railway-track in Stations Used for
Composing the Trains.
I, ADAM RAMBACHER of Ratisbon in the Empire of Germany, Engineer, do
hereby declare the nature of this invention to be as follows :-
The object of the present invention is to afford means for reducing, as may be
required, the speed of the carriages, as they are being shifted in stations constructed
on an incline for the purpose of composing the train, and this diminution of speed
does not involve a complete stoppage. In stations constructed on the principle of
an inclined plane, the carriages intended to compose the train are conveyed to the
highest point and then let loose one by one, so that they may roll, of themselves,
down the track, into the position required, being turned on to the proper line of
rail by switches or points. But as the speed of the carriages increases as they go
down the incline, it is necessary to adopt some means of limiting or checking this
speed to lessen the shock on colliding with the wagons already in position on the
line, as such a shock, if at all violent, would be injurious to the goods with which
the wagons might be laden. The means in use up to now for attaining this object
have the objection of either not working automatically and so requiring special
attention, or else of being too complicated and difficult to handle. These objections
are overcome in the present invention.
At a fixed point of the track, there is a grooved rail. At the beginning of this
grooved rail is the brake block, which by help of a counter-weight, a spiral spring
or any other suitable device is always restored, by means of a cable, to its normal
position.
Alongside the brake-block is a bolt, serving, according to the speed of the
advancing wagon, to adapt the brake-block for blocking, or, in case the approaching
wagons are moving slowly, for preventing them from being blocked. It is also
necessary that the track should be provided with a device for preventing the brake-
block from being withdrawn at the back before the whole of the wagon shall have
passed over the brake-rails with its two, three, or four axles.
The brake-block consists of a cast-iron body placed in the groove of the rail, and
the rear end of which, slightly projects beyond the upper angle of the rail. In front,
the cast-iron piece is bent in the direction of the radius of the wheels, so that the
wheel, on approaching, is lifted slightly from the upper edge of the rail and places
itself on the block of the brake. At the rear end, the block is furnished with a wheel,
by help of which it continues to roll. In a suitable hollow in the brake-block is
situated a second wheel, the axle of which is lodged in a cavity sloping towards the
front. The rear extremity of this cavity is slightly deepened, therefore the second
wheel may occupy either the front or back position in the brake-block. The axle of
the second wheel projects outside and is influenced by the bolt. The bolt is composed
of a piate, possessing an incision, on which is guided a second plate, which may be
removed. Against this second plate presses the axle of the second wheel, thus holding
the latter in the top of the cavity. On the first plate is arranged, a moveable arm, by
the motion of which, with the help of a draw-rod, the second plate may be withdrawn
to allow the second wheel to advance.
The bolt-plate is capable of turning around a shaft and is held in position by a

page_text: counterweight. By drawing upward, this plate is turned sidewise to raise the block
of the brake from the track. The action of this brake is as follows: When a wagon
is arriving with great speed on the inclined plane it will go beyond the first lever
which by the help of the draw-rod will thus draw back the moveable arm. But as the
carriage or wagon will have acquired great speed, the arm will return even before the
second wheel has arrived at the lowest point in the cavity. The second wheel is
therefore again drawn back by the moveable arm, the wagon reaches the brake-block
passing over the latter and thus lifting itself from the rail. In this way the wheel
becomes blocked. The brake-block is dragged along and the velocity of the wagon is
lessened. As the depth of the groove increases, the brake-block descends towards the
end of the rail, the wheel comes to rest on the rails and the second wheel of the brake-
block arrives at the lowest point of the groove. Finally the groove becoming wider,
the brake-block is pushed aside by the obliquity of the tyre and the wagon can pass
Whilst the brake-block is drawn forward, the weight has been lifted, but is now
impeded by a little brake from drawing back the brake-block. When the wagon
reaches the second lever, these, by the help of a rod, releases the brake and draws back
the block. If, at last, by the blocking, the wagon is stopped the wheel of the latter
will leave the brake-block, the wagon will draw back a little, the roller can reach the
lowest point and the wagon, beginning to move slowly again, pushes the brake-block
in front of it, as will be described further on. If a wagon reaches the brake slowly,
the first lever is slowly influenced and the second wheel has time to arrive at its lowest
position. If, then, the wheel of the wagon, reaches the brake-block, it does not rest
on the latter, but, by friction, turns the roller in opposite direction and the whole
of the brake-block is drawn freely, pushed aside and finally drawn back without having
acted as a brake. The second wheel cannot be pushed back, seeing that the latter is
held at the lowest point by the direction of its revolution. If a wagon arrives in
opposite direction, it will be blocked by the brake-block. With this view, the bolt, is
moveable. The arriving wagon brings into action the lever of the other rail, which by
means of a draw-rod sets a bent lever in motion. By the help of a transverse lever
the arm of the fastening, loaded with the counter-weight is lifted and the bolt is
shifted. A hook retains the bent lever in this position until the wagon releases it by
means of a lever which is joined to the hook by a rod so that the weight can again
raise the bolt as well as the brake-block. In order to always restore the different
brakes to their first position, suitable devices are provided, springs for example. The
distances of the several levers from the bolt and from the brake-block depend on the
distances of the axles, as well as on the minimum speed to be blocked and whether one
or two wagons must be arranged in position at a time.
Dated this 27th day of June 1896.
L. DUVINAGE,
Agent for Applicant.
COMPLETE SPECIFICATION.
Brake for Affixing on the Railway-track in Stations Used for
Composing the Trains.
I, ADAM RAMBACHER, of Ratisbonne, in the Empire of Germany, Engineer, do
hereby declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:-
The object of the present invention is to afford means for reducing, as may be
required, the speed of the carriages, as they are being shifted in stations constructed
on an incline for the purpose of composing the train, and this diminution of speed does

page_text: ot involve a complete stoppage. In stations constructed on the principle of an
nclined plane, the carriages intended to compose the train are conveyed to the highest
oint and then let loose one by one, so that they may roll, of themselves, down the
rack, into the position required, being turned on to the proper line of rail by switches.
or points. But as the speed of the carriages increases as they go down the incline, it
s necessary to adopt some means of limiting or checking this speed to lessen the shock
on colliding with the wagons already in position on the line, as such a shock, if at all
violent, would be injurious to the goods with which the wagons might be laden. The
means in use up to now for attaining this object have the objection of either not
working automatically and so requiring special attention, or else of being too com-
licated and difficult to handle. These objections are over-come in the present.
nvention.
In the annored l
OTOCK OF
огак seer pronme.
Fig. 5 is a transverse section of the rail in the brake track.
Fig. 6 is a transverse section of the rail-head with the brake-block placed on it.
Figs. 7 & 8 represent a possible formation of a device for withdrawing the brake-
block from behind, whilst
Figs. 9 & 10 represent the device for removing the brake block so that in the case-
of carriages coming from the opposite direction, the brake-block can be pushed on
one side.
At a fixed point of the track, there is a grooved rail a Figs. 1 & 3 the transverse
section of which may take, for example, the form shewn in Fig. 5. At the beginning
of this grooved rail is the brake-block b, Figs. 1, 3, 4 & 6 which by help of a counter-
weight c, a spiral spring or any other suitable device is always restored, by means of
a wire d, to its norimal position. Alongside the brake-block is the locking device e,.
serving, according to the speed of the advancing wagon, to adapt the brake-block for
blocking, or, in case the approaching wagons are moving slowly, for preventing them.
from being blocked.
The brake-block consists of a cast-iron body placed in the groove of the rail a, and
the front end of which, slightly projects beyond the upper angle of the rail. In
front, the cast-iron piece is bent in the direction of the radius of the wheels, so that
the wheel, on approaching, is lifted slightly from the upper edge of the rail and places
itself on the block of the brake. At the rear end, the block is furnished with a
wheel g, by help of which it continues to roll Fig. 4. In a suitable hollow in the
brake-block is situated a second wheel h, the axle of which is lodged in a cavity i
sloping towards the front. The front extremity of this cavity is slightly deepened,
therefore the wheel / may occupy either the front or back position in the brake-block..
The axle of the roller projects outside and is influenced by the locking device e..
The locking device Figs. 9 & 10 is composed of a plate m, possessing an incision
shewn at Fig. 9, on which is guided a second plate n, which may be removed..
Against this second plate presses the axle k of the roller h, thus holding the latter in
the top of the cavity i. On the plate m is arranged, moving on o, an arm o¹ by the
motion of which, with the help of the drawn-rod p, the plate n may be withdrawn to
allow the roller h to advance.
The bolt-plate m is capable of turning around a shaft q2 and is held in position hy
the counterweight q. By drawing in the direction of the arrow x, Fig. 10, this plate
is turned in the direction of the arrow y to raise the block of the brake from the track..
The action of this brake is as follows: When a wagon is arriving with great speed on
the inclined plane in the direction of the arrow, it will go beyond the lever r and will
thus draw back the arm of by the help of the rod p. But as the carriage or wagon
will have acquired great speed, the arm o¹ will return even before the roller h has.
arrived at the lowest point in the cavity i. The roller is therefore again drawn back
by the arm o', the wagon reaches the brake-block passing over the latter and thus.

page_text: lifting itself from the rail. In this way the wheel becomes blocked. The brake-block
is dragged along and the velocity of the wagon is lessened. As the depth of the
groove increases, the brake-block descends towards the end of the rail a, the wheel
comes to rest on the rails and the roiler of the brake-block arrives at the lowest point
of the groove. Finally the groove becoming wider, the brake-block is pushed aside,
by the obliquity of the tyre and the wagon can pass on. Whilst the brake-block is
drawn forward, the weight c has been lifted, but is now impeded by a brakes Fig. 7
from drawing back the brake-block. When the wagon reaches the lever t, the rod t',
releases the brake s and draws back the block. If, at last, by the blocking, the wagon
is stopped the wheel of the latter will leave the brake-block, the wagon will draw back
a little, the roller can reach the lowest point and the wagon, beginning to move
slowly again, pushes the brake-block in front of it, as will be described further on.
If a wagon reaches the brake slowly, the lever is slowly influenced and the roller h
has time to arrive at its lowest position. If, then, the wheel of the wagon, reaches the
brake-block, it does not rest on the latter, but, by friction, turns the roller in the
direction of the arrow u, Fig. 4 and the whole of the brake-block is drawn freely,
pushed aside and finally drawn back without having acted as a brake. The roller /
cannot be pushed back, seeing that the latter is held at the lowest point by the direction
of its revolution. If a wagon arrives in the direction of the arrow 21, Fig. 1, it will
be blocked by the brake-block. With this view, the locking device e is moveable.
The arriving wagon brings the lever into action, which by means of the draw-rod v¹
sets the bent lever u in motion. By the help of the lever w the arm w¹ of the
fastening, loaded with the counter-weight gl is lifted and the locking device is loosened.
A hook retains the bent lever in this position until the wagon releases it by
means of the lever y' which is joined to the hook by the rod 21 so that the weight q
can again raise the locking device as well as the brake-block. In order to always
restore the different brakes to their first position, suitable devices are provided, springs
for example. The distances of the levers r, t, v,y from the locking device and from
the brake-block depend on the distances of the axles, as well as on the minimum
speed to be blocked and whether one or two wagons must be arranged in position at
a time.
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 ]
claim is :-
A track-brake for use in the stations used for composing or forming trains,
distinguished by a track composed of a grooved rail in which the groove is pro-
longed sinking towards the end, in connexion with a brake-block furnished with a
moveable roller h, guided by a groove inclining forward, and with a drawing
device intended, by the application of the wheel of a carriage or wagon arriving on
the slope, to produce a slackening of speed and, when the motion is stopped and
after a slight recoil, to allow the roller to insert itself in the groove i in front of
the wheel, in order to put the brake-block out of the way and to bring it back to
its first position after the passage of the carriage or wagon, whilst there is outside
the rails, a moveable locking-device e, by the help of which the brake-block is with-
drawn out of the way of a carriage or wagon arriving from an opposite direction,
this being effected by the said carriage or wagon itself, the whole as described in the
above specification and shewn in the accompanying drawings.
Dated this 27th day of March 1897
L. DUVINAGE,
Agent for Applicant.