Year: 1886

page_text: Date of Application, 23rd Aug., 1886.
Complete Left, 23rd May, 1887.
Complete Accepted, 24th June, 1887.
RESERVE
I, WILLIAM JONES, Manager, of the Clyde Rubber Works Company Limited,
Clyde Street, Port Dundas, Glasgow, do hereby declare the nature of this invention to
be as follows:-
My invention has for object to provide inexpensive and reliable automatic brakes
for railway and tramway carriages or wagons and road vehicles, and it consists in the
adaptation for such purpose of the apparatus known as Napiers differential Brake
or of similar braking gear and in means whereby the brakes upon a single vehicle
or upon the series of vehicles composing a train may be controlled by the driver or
conductor and are automatically applied, as also in minor arrangements and devices
forming part of the brake system.
Under my invention I fix on one or more of the running axles of each vehicle or
on the hub or side of one or more of the wheels of the vehicle a pulley or pulleys
around each of which is fitted a Napier's differential brake strap or straps or similar
braking apparatus by preference of the kind in which the brake block pressure when
once applied is maintained and enhanced by the movement or tendency to movement
in one direction of the braked pulley. The differential brake lever which is provided
for each strap is centred on a fulcrum pin in a hanging bracket secured to the under
framing of the vehicle and is by preference so fitted that the brake strap which may
be faced with blocks of wood or other material, is applied to the wheel or pulley by
the weight of the lever aided if need be by a light spring so that the brakes will be
automatically applied by the disengagement of the levers in the event of any
connection giving way.
In vehicles such as railway or tramway carriages which may run either end in front
I provide a brake strap or straps to act when the axles or wheels rotate in one
direction and a separate strap or straps to act in the opposite direction the actuating
levers being fitted on opposite sides of the axle or arranged to act by movement in
opposite directions; and to the brake levers I attach suitable connecting rods, cords

page_text: or chains which may be directly connected to any of the forms of brake applying
devices in common use.
In the case of railway trains however I prefer to actuate the brake levers by rods
chains or cords connected to a beam lever or pulley under each carriage the whole of
said levers or pulleys being connected to a continuous or coupled chain or chains
extending from the locomotive to the guard's van so that the brakes upon all the
carriages may be controlled from either or both ends of the train. The main chain is
by preference endless being carried round a drum or pulley on the engine in front
and in the van at the rear, and provision is made for keeping it taut, notwithstanding
the yielding of the draw bars or the buffers, by carrying it round tension pulleys
supported in spring bearings or the like under each carriage. In releasing the brakes
the endless chain is wound round the drum upon the engine to a sufficient extent to
raise all the brake levers under the carriages by acting on the pulleys or levers to
which the brake levers are connected, and in applying the brakes in ordinary cir-
cumstances the continuous chain is unwound or paid out to such an extent as to allow
the brake lovers to drop and apply the brake straps more or less fully to the brake
pulleys or wheels. The whole of the brake levers are raised and allowed to drop
when an endless chain is employed but only one half of the total number of brake
straps will have a retarding effect, when the train moves in one direction and the
remaining half will act when the movement is in the opposite direction. Separate
chains may however be employed and connected to each set of brake levers, one chain
being drawn up and paid out to relax and apply the brake when the carriages run in
one direction and the other chain being used when the carriages run in the opposite
direction. The drum in the guard's van is loose upon a spindle and turns freely on
it, but in emergencies the guard may apply the brake independently of the driver by
throwing in a clutch or similar device to connect said drum to a hand wheel whereby
he inay wind or draw back the endless chain to froe the brake levers, the tension
pulleys by yielding permitting of the necessary movement of the chain notwith-
standing that its forward end may be held stationary upon the driver's drum in the
normal position for keeping off the brakes. In the event of a break occurring in the
train the tension upon the chain from the forward end is relieved either by the breaking
of the chain or the disengagement of a slip coupling and the brakes on the rear
portion of the train are instantaneously applied, and when in descending a gradient, or
owing to collision or other cause the engine or forward part of the train is suddenly
brought up and the carriage buffers yield to a considerable extent the tension upon
the continuous chain is for the time being relieved and the brakes are applied to the
axles of the carriages behind.
In lieu of employing a continnous chain as above described for applying and
releasing the brakes any of the arrangements, in common use such as fluid pressure
or vacuum cylinders and gear may be employed the power required being only that
necessary to lift. the brake levers and being much smaller than when such gear is
used to apply brake blocks by pressure to the carriage wheels in the usual way.
In applying the improved brake apparatus to tramway cars and road vehicles
the brake levers may be in general connected to and operated from the draw bars or
other draw gear so that when the draught or pull is applied by the horses the brakes
are relaxed and on a stoppage occurring the brakes are automatically applied and
a connection may also be made to a hand or foot lever, whereby the driver may
control the application of the brake.
T

page_text: I, WILLIAM JONES Manager of the Clyde Rubber Works Company, Limited,
Clyde Street, Port Dundas, Glasgow, do hereby declare the nature of this invention
and in what manner the same is to be perforined, to be particularly described and
ascertained in and by the following statement :-
My invention has for object to provide inexpensive and reliable automatic brakes
for railway and tramway carriages or wagons and road vehicles and it consists in the
adaptation for such purpose of the apparatus known as Napier's differential Brako or
of similar braking gear and in means whereby the brakes upon a single vehiclo or
upon the series of vehicles composing a train may be controlled by the driver
or conductor and are automatically applied.
In the accompanying drawings figures 1 and 2 are respectively a longitudinal
vertical section and part plan showing a modification of my invention as applied to
the frame work of a railway carriage, air pressure being the power employed for
relieving the brakes.
Figures 3 and 4 are similar views of a modification in which the brake levers are
oporated by cain surfaces. Figure 5 is a longitudinal vertical section of a modification
in which cranks or levers operate the brake levers and figure 6 shows a modification
of the invention applied to a lorry.
As represented in these drawings I fix on one or more of the running axles A, of
each vehicle or on the hub or side of one or more of the wheels of the vehicle a pulley
or pulleys B, around each of which is fitted a Napier's differential brake strap or
straps C, C, or similar braking apparatus by preference of the kind in which the
brake block pressure when once applied is maintained and enhanced by the movement
or tendency to movement in one direction of the braked pulley. The differential
brake lever D or D' which is provided for each strap is centred on a fulcrum pin e in
a hanging bracket E, secured to the under framing F of the vehicle and is by
preference so fitted that the brake strap C or C" which may be faced with blocks c of
wood or other material is applied to the wheel or pulley by the weight of the lever D
or D¹ aided if need be by a light spring so that the brakes will be automatically
applied by the disengagement of the levers in the event of any connection giving
way.
In vehicles such as railway or
front I provide brake straps C, and
one direction and separate straps
tramway carriages which may run either end in
levers D to act when the axles or wheels rotate in
and levers D¹ to act in the opposite direction the

page_text: actuating levers D, D¹ being fitted on opposite sides of the axle or arranged to act by
movement in opposite directions; and to the brake levers I attach suitable connecting
rods, levers, cords or chains which may be directly connected to any of the forms of
brake applying devices in common use.
The whole of the brake levers are raised and allowed to drop at each action but only
one half of the total number of brake straps will have a retarding effect when the
train moves in one direction, and the remaining half will act when the movement is
in the opposite direction. Separate operating devices may however be employed and
connected to each set of brako levers.
In the arrangement shown in figures 1 and 2 the brake levers D, D' which are
fitted in pairs for each axle, are acted on through cords or chains 9, passing over
guide pulleys G, attached to piston rods H whose ends pass into a cylinder I and
have fitted on them discs J, bearing against rubber or other elastic diaphragms K
which are pressed apart by the pressure of air or other fluid admitted between them
from the usual pressure supply pipe L. Springs M fitted between the ends of the
cylinder I and the discs J, serve to retract the piston rods H after each action the
brakes being applied in the present instance by the dropping of the brake levers on
the withdrawal of the air or other fluid which serves to lift the brakes off and may be
of comparatively low pressure. This arrangement permits of the connection of
carriages provided with the improved brake to carriages fitted with other forms of
brakes worked by fluid pressure or vacuum.
In the arrangement shown in figures 3 and 4 the brake levers D, D¹ have fitted on
their ends rollers n, which are acted on by cam surfaces N on bars N¹ carried
longitudinally under each carriage and coupled from carriage to carriage. Each
bar N is connected to a parallel bar N2 by levers n' centred on arms hanging from
the framework and both series of bars are connected by chains to winding or drawing
up drums O, operated by screw or other gearing P on the locomotive and guards van.
In ordinary working the brakes are relieved by drawing up the connected bars N¹ to
bring the cam surfaces under the rollers n, whereby the brake levers are lifted, and
the brakes are applied by drawing back the bars NI to such an extent that the cam
surfaces are free of the rollers.
One set of bars is directly connected in front to the drawing up gear on the
locomotive and the other set is similarly connected at the rear to the guards van but
the opposite ends of the bars are connected through strong springs S to the reverse
sides of the drawing up gear. The springs are under pressure when the pull of the
locomotive is on the train but in the event of a break occurring whereby one portion
of the train is severed from the other the springs draw back the connected bars and
withdraw the cam surfaces from under the rollers n, so that the brakes are applied.
In the arrangement shown in figure 5, the brake levers are lifted by means of
cranks q on rods Q, which are coupled or connected from carriage to carriage suitable
operating gear such as the lever T being applied on the locomotive and guard's van to
turn the cranked rods to raise and lower the brake lovers D, D'. In the event of an
accidental break in the continuity of the train it is intended that the cranks should be
drawn in the longitudinal direction from under the brake levers for which purpose
springs may be applied in a manner analogous to that used in the modification shown
at figures 3 and 4.
In applying the improved brake apparatus to tramway cars and road vehicles the
brake levers may be in general connected to and operated from the draw bars or other
draw gear so that when the draught or pull is applied by the horses the brakes are
released and on a stoppage occurring the brakes are automatically applied and a
connection may also be made to a hand or foot lever whereby the driver may control
the application of the brake.
Figure 6 shows an application of the improved brake arrangements to a lorry the
brake lever D, being suspended by a cord or chain R from a hook on the swivelling
frame F and being simply allowed to drop to a greater or less extent when the brake
is to be applied,

page_text: 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 :
1. The adaptation of differential friction brakes and operating gear for automatically
braking wheeled vehicles substantially in the manner herein described and in part
shown in the annexed drawings.
2. The combination of parts constituting the improved continuous antomatic brake
for railway carriages or wagons substantially as described with reference to the
several modifications represented in the drawings annexed.