Improvements in or connected with Brake-Mechanism for Railway Carriages and similar Vehicles.
Year: 1897

page_text: Date of Application, 3rd Apr., 1897
Complete Specification Left, 3rd Jan., 1898-Accepted. 26th Feb., 1898
Date of Application, 3rd Apr., 1897
Complete Specification Left. 3rd Jan., 1898-Accepted. 26th Feb.. 1898
Improvements in or connected with Brake-Mechanism for Railway
Carriages and similar Vehicles.
We, PERCY HULBURD, of The Hulburd Engineering Company, of 150, Leadenhall
Street, in the City of London, Contractors, and HARRY LEE CONSTABLE, of 10,
Wakefield Road, Brighton, in the County of Sussex, Engineer, do hereby declare
the nature of this invention to be as follows:-
-
This invention relates to a novel construction of parts for facilitating the fixing.
in position or removal of the brake blocks of continuous and other railway brakes.
Hitherto the brake blocks have usually been attached by means of nuts or other
devices held in position by cotters and split pins. By the use of this invention all
such devices, which require the use of tools for applying or removing them, are
done away with, our improved construction admitting of removing a brake block.
and replacing it without the use of any tools whilst at the same time the block is
securely held.
According to our invention the brake block is suspended from a pendulous link
which is inserted through a horizontal slot in the back of the brake block into a
vertical slot therein. The end of the brake beam also enters the said vertical slot
but is too large to pass through the horizontal slot whereby when the end of the
said beam is in position in the vertical slot the link is prevented from entering
the horizontal slot of the block so that the said block cannot become inadvertently
detached from the pendulous link.
On the end of the brake beam is a gravity catch which when the brake beam is
being inserted into the vertical slot is placed horizontally so that it will pass
through the horizontal slot and which, when the brake beam and block are in their
proper relative positions, drops to prevent the said block and beam from becoming
disconnected.
In some cases we find it advantageous to make the end of the brake beam of
square or other suitable shape to prevent the block from assuming an inclined or
tilted position relatively with the said beam which might cause it to rub against the
wheel when the brake is not on.
:
Improvements in or connected with Brake Mechanism for Railway
Carriages and similar Vehicles.
We, PERCY HULBURD, of The Hulburd Engineering Company, of 150, Leadenhall.
Street, in the City of London, Contractors, and HARRY LEE CONSTABLE, of 10,
Price R71

page_text: Wakefield Road, Brighton, in the County of Sussex, 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:-
This invention relates to a novel construction of parts for facilitating the fixing
in position or removal of the brake blocks of continuous and other railway brakes.
Hitherto the brake blocks have usually been attached by means of nuts or other
devices held in position by cotters and split pins. By the use of this invention all
such devices, which require the use of tools for applying or removing them, are
done away with, our improved construction admitting of removing a brake block
and replacing it without the use of any tools whilst at the same time the block is
securely held.
According to our invention the brake block is provided with a transverse hole
or aperture to receive the end of the brake beam a horizontal slot or open passage
extending from the rear of the said block into the said transverse aperture and
being of less vertical width than the brake beam.
A pendulous link serves to support the brake block in its proper vertical position
relatively with the wheel.
On the end of the brake beam is a gravity catch which when the brake beam is
being inserted into the transverse hole or aperture is placed horizontally so that it
will pass through the horizontal slot and which, when the brake beam and block
are in their proper relative positions, drops to prevent the said block and beam from
becoming disconnected.
In some cases we find it advantageous to make the end of the brake beam of
square or other suitable shape to prevent the block from assuming such an inclined
or tilted position relatively with the said beam as might cause it to rub against the
wheel when the brake is not on.
To enable our invention to be fully understood we will describe the same by
reference to the accompanying drawing, in which:-
:-
Figure 1 is a side elevation illustrating the construction of and mode of apply-
ing a brake block according to our invention, the pendulous link being inserted
into a vertical slot communicating with the transverse aperture; and,
Figure 2 is a rear view of the same:
Figure 3 is a view of a modified form of pendulous link which may be employed:
Figures 4 and 5 are views similar to Figure 1 illustrating slight modifications
of our invention:
Figure 6 is a rear view of the arrangement shewn in Figure 5; and,
Figure 7 is a view of the pendulous link of this arrangement detached.
Similar letters of reference indicate corresponding parts in the several figures.
a is the brake block, b is the transverse hole or aperture formed therein and
adapted to receive the end of the brake beam c, that is to say, the beam through
the medium of which the pressure is applied to the block and which carries a brake
block at each of its ends, and d is the horizontal slot or opening extending from the
hole b to the rear of the block.
e is the gravity catch or retaining device which swings freely on a pin on the
end of the beam c. When this catch is held in the horizontal position indicated
by the dotted lines in Figure 1 it will be obvious that the brake block can be moved
laterally to put it on or take it off the end of the beam c but when the catch
drops by gravity it will prevent the said block from becoming detached from the
end of the beam.
f is the pendulous link which is suspended from the frame of the carriage or the
like and which supports the brake block.
In the arrangement of our invention shewn in Figure 1 the link f has at its
lower end an eye or loop the lower bar g of which is introduced through the slot d
into a vertical slot h in the block before the end of the brake beam is passed into the
hole b. It will be obvious that when the link has been thus applied to the brake
block and the end of the beam c introduced into the hole 6 the block a cannot
become detached from the said link f.

page_text: To prevent the brake block from swinging forward and bearing against the wheel
al its upper end as it might do in practice we form upon the said block a pro-
jection which comes into contact with the pendulous link f and retains the block
in its proper position.
To permit of reversing the blocks when they become worn and to avoid the
necessity for making right and left blocks, we provide a vertical slot h¹ below the
hole corresponding with the vertical slot h, as clearly shewn in Figure 1, and
we also provide a duplicate stop i¹ for maintaining the position of the block when
the link is in the slot h¹.
In order that when applying the block to the pendulous link the stop i can pass
through the link we make the said link of gradually increasing width from the
bottom to the top, as shewn in Figure 2, so that if when applying the block to the
link the bar g is placed in the vertical slot ¹ the projection will be opposite to a
sufficiently wide part of the link f to pass through it, whereby when the block is
dropped so that the bar g is in the slot h the said lug i will be opposite a narrower
part of the link f as shewn in Figure 2. Or instead of making the link of gradually
increasing width it may be formed as shewn in Figure 3 with parallel sides having
two notches or recesses j, j which will pass over the lugs i, i.
If the end of the brake beam c is made square and introduced into a square hole b,
as shewn in Figure 4, instead of into a round hole, as shewn in Figure 1, the
lugs i, may be dispensed with as the brake beam c not being capable of turning
and the blocks not being capable of turning upon the beam it will be obvious that
the said blocks cannot tip forward to bring one end into contact with the wheels.
In the modification of our invention shewn in Figures 5 and 6 the back of the
block is formed with two webs or flanges k, k between which the lower end of the
pendulous rod f is introduced, the said lower end being formed with a hole / and
slot m corresponding with the hole b and slot d respectively, as clearly shewn
in Figure 7. It will be obvious, however, that a block of the kind shewn in
Figures 5 and 6 may be used in combination with pendulous links of the kind shewn
in Figures 2 and 3, the block in such case being formed with the slots h, h¹.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is:-
1. The combination with the brake beam, of a brake block provided with a trans-
verse aperture to receive the brake beam, and having the portion of the block in
rear of said aperture cut away to form an open passage, of less vertical width than
the brake beam, extending from the said transverse aperture to the rear face of the
block and a movable retaining device on said brake beam adapted to pass through'
said open passage, substantially as described.
2. The combination with the brake beam and a gravity catch secured thereto, of
a brake block provided with a transverse aperture to receive the end of the said
beam, and having the portion of the block in rear of the said aperture cut away to
form an open passage of less diameter than the brake beam, extending from the
said transverse aperture to the rear face of the block and adapted to permit the
passage of the gravity catch when the latter is in a horizontal position, substantially
as described.
3. The combination with the brake beam, of a brake block provided with a trans-
verse aperture, a link receiving recess above and a link receiving recess below the
said aperture communicating therewith, the said block in rear of said transverse
O aperture being cut away to form a passage extending from said transverse aper-
ture to the rear wall of the block and a movable retaining device on the said brake
beam, whereby the said block can be reversed, substantially as described.
4. The combination with the brake beam provided with a gravity catch at its
outer end, of the brake block provided with a transverse aperture to receive the said
5 beam and a vertical recess communicating therewith a link engaging with the said

page_text: vertical recess, and means for maintaining the block in vertical position with respect
to the said link and beam, substantially as described.
5. The combination with the brake beam provided with the gravity catch, of a
brake block provided with a transverse aperture to receive the said beam, a vertical
recess above and below said slot, and a supporting link having projecting lugs
adjacent to its upper and lower ends to engage with the said link to keep the block
in vertical position, the said link being provided with widened portions to permit
the passage of the said lugs, substantially as described.
6. The combination with a brake block having a hole such as band slots such
as d, h formed therein and communicating with the said hole, of a link from which
the said block is suspended, a brake beam and a gravity catch pivoted upon the end
of the said brake beam, substantially as described.
7. The combination of a brake block having webs or flanges upon its rear side,
a pendulous link located between the said webs or flanges, a brake beam the end of
which passes through the said webs or flanges and the end of the pendulous link
and a gravity catch upon the end of the said beam, substantially as described.
D
0
1 T
P +
.
1000
G. F. REDFERN & Co.,
4, South Street, Finsbury, London, Agents for the Applicants.