Improvements in Brakes for Cars and other Vehicles.
Year: 1890

page_text: United States of America),
Date of Application (in United Kingdo.n), 15th Oct., 1750
Complete Specification Left, 17th Mar., 1L91-Accepted, 20th Apr., 1891
PROVISIONAL SPECIFICATION.
Improvements in Brakes for Cars and other Vehicles.
We, WILLIAM MORGAN Jouxs, Machinist, and DENNIS PAUL SLATTERY,
Capitalist, both of St. Louis, Missouri, in the United States of America, do hereby
declare the nature of this invention to be as follows:-
The invention relates to improvements in brakes for cars and other vehicles, and
consists of an adjustable trussed concavo-convex brake beam having an arc or
camber centre and reversibly turned ends that conform to the line of presentation
of the brake shoes, an interchangeable brake head provided with a box housing in
which either end of the brake beam is housed, the entrance to which housing on
cach side of said brake head is provided with dovetail slots and a buffer bevel slide
plate that fits in either of said dovetail slots respectively, as it is required to be
adapted to either a right or left hand presentation on said brake beam, the end of
which it confines in the housing. The concavo-convex brake beam is formed with
re-enforce longitudinal swells; interchangeable locking shoes are keyed to the
brake heads, the middle of the brake beam is embraced by a boxing sleeve, a
compound swivel truss block or frame is swivelled to said boxing sleeve and carries
a bifurcated swivelled truss rod bearer to receive the centre of a conically bent
truss rod seated within the forks of said bearer; the terminals of said truss rod
have screw threaded re-enforce enlargements which pass through the beam and
through perforations in the brake heads and are there secured by screw nuts
which securely unite the brake beam, brake heads, and truss rod, and at the same
time adjust the tension of the truss rod.
The swivelling king post, truss block, or frame, carries a brake lever pivotted
between the bars of such frame, whereby such lever may be readily adjusted for
various connections.
The concavo-convex form of the brake beam is rolled to a finish and affords an
open passage for the ends of the truss rod, whereby any cutting or weakening of
the beam is avoided.
(
The brake beam is also combined with buffer safety pins and attachment clips
which carry said pins, said clips being secured to near the terminals of the brake
beam to guide the presentation of the brake shoes.
Dated this 15th day of October 1890.

page_text: COMPLETE SPECIFICATION.
Improvements in Brakes for Cars and other Vehicles.
We, WILLIAM MORGAN JOINS, Machinist, and DENNIS PAUL SLATTERY,
Capitalist, both of St. Louis, Missouri, in the United States of America, 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, reference being had to the accompanying drawings, forming part of this
Specification
This invention relates to a combined metal are brake beam, brake heads in
which the terminals of said beam are housed and held, the truss rod that stiffens
said beam, and the swivel frame attached to said beam and that holds the truss
rod akimbo to strengthen the beam, and whose swivel carries and radially adjusts
the operative brake lever to its respective transferable right hand, left hand, or
intermediate connections; and the invention consists of an adjustable trussed
concavo-convex brake beam having an arc or camber centre and reversibly turned
ends that conform to the line of presentation of the brake shoes, an interchangeable
brake head provided with a box housing in which either end of the brake beam is
housed, the entrance to which housing on each side of said brake head, is provided
with dovetail slots and a buffer bevel slide plate that fits in either of said dovetail
slots respectively as it is required to be adapted to either a right or left hand
presentation on said brake beam, the end of which it confines in the housing.
The concavo-convex brake beam is formed with re-enforce longitudinal swells,
interchangeable locking shoes are keyed to the brake heads, the middle of the
brake beam is embraced by a boxing sleeve, a compound swivel truss block or
frame is swivelled to said boxing sleeve and carries a bifurcated swivelled truss
rod bearer to receive the centre of a conically bent truss rod seated within the
forks of said bearer; the terminals of said truss rod have screw threaded re-enforce
enlargements which pass through the beam and through perforations in the brake
heads and are there secured by screw nuts which securely unite the brake beam,
brake heads and truss rod, and at the same time adjust the tension of the truss rod.
The swivelling king post, truss block, or frame, carries a brake lever pivotted
between the bars of such frame, whereby such lever may be readily adjusted for
various connections.
The concavo-convex form of the brake beam affords an open passage for the
ends of the truss rod, whereby any cutting or weakening of the beam is avoided.
The brake beam is also combined with buffer safety pins and attachment clips,
which carry said pins, said clips being secured to near the terminals of the brake
beam to guide the presentation of the brake shoes.
Figure is a top view of our adjustably-trussed are brake beam, its terminals
housed in its brake heads, the truss rod that stiffens said beam, and the swivel
frame that holds said truss rod akimbo and carries with swivelled adjustment the
operative pivotted brake lever.
Figure 1 is an enlarged side view on the inside of one of the brake heads with
a section of the brake beam housed therein, and the position of the truss rod shown
as it passes through the brake head.
Figure III is an enlarged detail horizontal section of the brake beam with its
truss rod and brake head taken on line III-III, Figure II, and shows a detail of
the brake beam and its truss rod, the terminal of said brake beam housed within;
and of said truss rod passing through said brake head.
Figure IV is an enlarged end view of the preferred concavo-convex form of our
brake beam, and shows the reversed C shape of said beam, re-enforced by a
longitudinal swell on the outer surface beyond the general contour of the convex
are of the beam.
Figure Vis a like view of a modification in which the longitudinal swell is
located on the concave arc inner- surface of the beam.

page_text: Figure 1 is a like view of a modification in which a double re-enforce swell 15
formed both outward and inward respectively from the general contour of the
convex and concave surfaces of the beam.
Figure VII is a like view of a modification in which the transverse form of the
beam is that of a reversed C without any re-enforce swell projecting (as in the last
three previous figures shown) from the general contour of either the convex or
concave surfaces of said beam."
Figure VIII is an enlarged end view of an inverted E shaped modification of
our brake beam, with a re-enforce swell extending from the middle of the concave
surface of the beam.
Figure IX is a like view with the projecting swell on the convex surface of the
beam.
Figure X is a like view in which the projecting swells extend from the general
contour of both the concave and convex surfaces of the beam.
Figure XI is a like view without any such re-enforce swells as are shown in
Figures VIII, XI and X.
Figure XII is an enlarged end view of another inverted E shaped modification
of our brake beam, in which the lateral arms or flanges curve, respectively, upward
and downward immediately from the vertical portion of the beam, and which has
an elongated swell or arm that projects inward from the concave surface of the
beam.
Figure XIII is a like view with the elongated swell projecting from its convex
side.
Figure XIV is a like view in which the projecting swells extend from both the
concave and convex sides of the beam.
Figure XV is a like view minus the projecting swells shown in Figures XII,
XIII and XIV.
Figure XVI is a like view to that of Figure I, and shows a modification of our
adjustable trussed arc brake beam, in which modification the beam is formed in the
shape of a letter H, said letter having a quarter turn on to its side, the adjustable
truss rod and swivel frame that holds said truss rod akimbo being substantially and
almost identically the same as the said parts shown in Figure I.
Figure XVII is an enlarged detail top view, and shows the brake head and the
brake shoe it carries, with the brake beam and its truss rod housed in and secured
to said brake head.
Figure XVIII is a horizontal section taken on line XVIII-XVIII Figure XIX,
and shows the housing of one of the terminals of the brake beam in the brake head,
the location of the terminal of the truss rod at that end in its passage through the
end of the brake beam and through the brake head, and the boss projection on said
brake head.
Figure XIX is an enlarged side view of the break head and brake beam, and
shows the boxing attachment of. the swivel frame and the key.attachment of the
brake shoe to said brake head.
Figure XX is an enlarged top view of the swivel frame that adjustably carries
the operating pivotted brake lever and stretches the truss rod akimbo, and also
shows the inclosing boxing attachment of said swivel frame to the brake beam, the
shape of which boxing is made conformable to the shape transversely of said brake
beam that is inclosed therein, being round in that of Figure I and square in that of
Figure XVI. It also shows the V shaped registering notches, respectively, in the
collar of the boxing, and that of the swivel to register their respective positions
when the swivel throws the operative brake lever to an angle of forty five degrees
to the right or left hand.
Figure XXI is a side view of the same.
Figure XXII is a vertical section taken on line XXII-XXII, Figure XXI,
and shows a detail of the brake beam with the lever carrier swivel turned to an
angle of forty five degrees for the adjustment of the operative lever.
Figure XXIII is an enlarged perspective view of the clamped buffer pin that

page_text: limits the lateral displacement of the brake shoe and keeps it in position to enter
into rubbing contact with the peripheral tread of the wheel and
Figure XXIV is an enlarged front view of a modification of the brake head, in
the sides of which dovetail channel grooves are cut, in one of which, respectively
adapted to either a right or left hand attachment of the brake head, a sliding head
plate is seated as a buffer stay to the end of the brake beam.
Referring to the drawings, 1 represents our curved or longitudinal are brake
beam, which is preferably on its transverse line of a reversed C form, as shown in
Figures I, II, III, IV, V, VI, and VII, with an outwardly projecting re-enforce
swell 2 from its convex surface, as shown in Figures I, II, II and IV, which swell,
alike numbered, however, may have an inward projection, as shown in Figure V, a
twofold projection as shown in Figure VI, or said brake beam may be of a plane
reversed C shape without any such re-enforce swell, or the general transverse
contour of the brake beam may be of a reversed E shape, as shown in
Figures VIII, IX, X and X1, either with or without the re-enforce swell or
swells 2. Otherwise the transverse form may be similar to those in the last four
mentioned figures, except that the lateral arms of the E start to curve toward cach
other immediately from their start of divergence from the vertical portion thereof,
as shown in Figures XII, XIII, XIV and XV, and the central re-enforce swell
when provided is enlongated into an arm or arms which, with the previously
described swells, are alike numbered 2, as of substantially the same construction;
also, the transverse shape of said brake beam may be constructed in the form of a
letter H having a quarter turn on to the side of said H form, as shown in
Figures XVI, XVII, XVIII, XIX, XX, XXI, XXII, XXIII and XXIV,
in the last eight of which figures enlarged detail and other views are given of the
brake beam, the brake head in which the ends of said brake beam are housed, the
brake shoe with its key locking attachment to said brake head, the truss rod
showing the adjustable means of seating and securing the same, and the swivel
frame with its swivel that adjustably carries the operative pivotted lever, said
views with the other enlarged views from Figures II to XV inclusive, more clearly
defining the respective formation and combination of said parts than can be con-
veyed in the general views in Figures I and XVI.
We will now proceed to describe said and other coadjutant parts with their
respective means of construction, attachment, and essential combination.
The main central portion of the brake beam 1 is curved outward to the arc of a
circle, so as to stiffen the same under action, the said are 3 being sprung from the
eccentrically divergent lines at its ends a short distance from the brake head, as
shown in Figures 1 and XVI. These eccentrically divergent ends 4 are thus
turned, so as to fit in the box housing 5 in the brake head 6, which housing is
formed parallel with the front of said brake head. By this eccentric construction
of the beam the are form stiffens the beam, and the ends being divergent from the
are line avoid the necessity of having their box housing within the brake head
made angling in said head, and this part of our construction has five-fold advan-
tages, to wit: First, the brake head is not weakened to the same degree as it would
be if the box housing angled through it to conform to the are form of the brake
beam; second, the direct pressure when braking is fair and square from the pressure
side of the brake beam against its pressed seat within the box housing of the brake
head, and thus gains the advantage of direct instead of approximately direct action
in braking third, the tendency when braking, from the consequent pressure on the
apex of the arc of the beam, to adversely straighten out the same and slide endwisc
on its inclined seat in the brake head, is thus materially avoided by the
presentation
of a square recipient seat 7 as the receiver of said pressure in the place of said
inclined seat, along which incline the beam would be encouraged to creep, and thus
adversely induce toward its straightening under pressure, so as to materially reduce
the stiffness of said beam; fourth, the beam, not being, as last stated, encouraged
to straighten out on an inclined seat, it would not, when under braking stress, press
end wise so adversely against the buffer terminal 8 of the box housing, so that it

page_text: would not as much endanger the bursting of the same or the lateral displacement
of the brake shoe on the periphery of the wheel, and fifth, the return divergent
curves at the ends of the arc beam prevent their largely adverse interference with
the passage of the screw threaded attachment ends 9 of the angle truss rod 10 as
they pass through the concave ends of said brake beam to their perforate seats 11.
in the buffer end terminal of the box housing in the brake head and through the
boss projection 12 on the outside thereof.
It will be seen that when the preferred form of our brake beam (shown in
Figures I, II, III and IV) is used, as definitely shown in Figures II and III, as
also when the modifications shown inclusive from Figures V to XI and in Figure XV
are used; the said brake beam is entirely out of interference with the seating of the
screw threaded ends of the truss rod, which pass freely through the concavity of
said brake beam and through the said perforate seats in said brake head and the
tension of said truss rod is there adjusted and held to its adjustment by the screw
nuts 13, which engage on the screw tips of said rod and are seated on the bevel
faces 14 of said boss projections.
The buffer terminal end 8 of the box housing 5 in the brake head may be integral
with the other parts of said brake head, as shown in Figures II, III and XVIII,
or when it is desired to use brake heads that are adapted to be transferable from
one end of the brake beam to the other, that is, to either a right or left hand pre-
sentation, the said buffer end that presents the longitudinal projection of the ends
of the brake beam beyond the brake head may be, as shown in Figure XXIV, of
disintegral formation, and then the said buffer end 8, with the projecting bevel boss-
it carries, is in the form of a head plate having dovetail edges 15 that fit and slide.
in the overlap bevel edges 16 respectively, of one or other of the dovetail slots 17,
that are provided on each side of said brake head. It will thus be seen that by the
transfer of the dovetailed buffer head plate 8 from one dovetail seat to the other.
the brake head is made adjustable to either a right or left hand presentation, and
can thus be used on either end of the brake beam.
The conically bent angle truss rod 10 is set and held akimbo by the swivel truss.
block frame 18, whose sleeve boxing 19, embraces the middle of the brake beam,.
so as to be firmly held thereby and itself to firmly hold said swivel frame and the
apex of the conical truss rod it carries and on which it exerts its tension. The said .
box sleeve is provided with a flange collar 20, which constitutes a swivel seat,
against which the swivel collar flange 21 of the compound adjustable swivel truss
block 22 engages. The said swivel truss block is constituted integrally of said
swivel collar flange 21 at the end next the sleeve boxing 19, which collar flange is
pivotally secured to the collar flange 20 by the pivot rivet 23 that passes through
and is secured in its pivot bearing scat 24 in said flange collars, and from said
collar flange 21 are extended the two longitudinally parallel bars 25, integral with
said collar, and a second integral swivel collar flange 26 at the projectile ends of
said parallel bars, which collar flange is pivottally secured to the boss collar 27
integral with which are the bifurcated arms 28, within which the apex of the
conically bent truss rod is seated. The said boss collar with its bifurcated arms is
pivottally secured to the swivel collar flange 26 by the pivot rivet 29, which
passes through and is secured in its pivot bearing seat 30 in said collar boss and
Swivel collar flange.
A boss ring 31, integrally attached to the boss collar 27 and to one of the
bifurcated arms 28, provides means for the attachment of the customary safety
hanger to the conically truss brake jaws.
32 represents perforations in the brake head, that also provide means for the
usual hanger slings from the car to said brake heads.
The brake beam is set at just the requisite angle in the brake head to provide
the requisite underhung presentation to said brake head and the brake shoe it
carries to adjust its attitude to its rubber contact with and below the centre of the
periphery of the wheel.
33 represents an open port at the outer end of the sleeve 19, which is provided

page_text: for the introduction of a buffer stay to hold the head of the rivet 23 in its perforate
seat 24 (preparatory to the introduction of the brake beam) while said rivet is being
rivetted.
34 represents perforate bearings that pass through the integral boss projections 35
on the parallel swivel bars 25, through said bars, and through the operating lever,
in which bearings the fulcrum bolt 36 is seated, the screw tip of said bolt having
the screw nut 37 screw seated thereon.
38 represents the fulcrum pivotted operating lever, which is seated and works
between the parallel bars 25 of the adjustable compound swivel block, and is held
to its pivotted fulcrum bearing by said fulcrum bolt 36. 39 are perforations near
the ends of said operating lever that provide the means for attachment of the usual
operative brake rods.
Now it will be seen that the above described compound swivel adjustment of the
operating lever provides the means for respective transfers of the brake to a right
and left hand attachment, and vice versa, as the readjustment of its operative con-
nections when transferred from car to car may require. The two registering
notches 40 on the flange collar 20 and the notch 41 on the flange collar 21 indicate
respectively when brought into registry with each other the required respective
positions of said collars to throw the operative lever into working position either
for a right or left hand attachment as the case may be.
42 represents the removable brake shoes which are secured to the brake heads 6,
the projecting flanges 43 of which shoes embrace said brake heads, and the bevel
topped central perforated lugs 44 fit in between the perforate projecting lugs 45 of
the brake head. When said shoes are in position, said perforations in the respective
lugs 44 and 45 register together and the keys 46 are seated therein and secure said
connection.
47 represents buffer safety pins for preventing the lateral displacement of the
brake beam with the brake heads and brake shoes, so that the brake shoes cannot
by accidents (that pre-eminently call for the work of the brakes) be thrown laterally
out of working contact with the periphery of the wheels.
48 represents double clip clamps that are adjustably seated around the brake
beam, to which they are secured by the screw bolts 49, which pass through and are
seated in the perforate flanges 50 of said clamps, and are there held by the
screw nuts 51.
The attachment ends of the buffer safety pins 47 are placed within their
perforate seats 52 in the flanges 50 of the clip clamps 48, they being entered
therein until stayed by their integral boss collars 53 coming in contact with the
inner flange 50 of the clip. The said attachment ends of the safety buffer pins
enter freely into their perforate seats in said flanges before the upper flanges of
said clips have been tightened by the screwing up of the nut 51 on the upper
bolt 49, which operation cants the lugs of the clip sufficiently to make a tight nip
hold of said buffer safety pins and at the same time the clip-clamps are firmly
secured around the brake beam at the required distance from its ends to insure the
right lateral presentation of the brake shoes to the periphery of the wheels 55, as
the safety pins prevent any extreme lateral displacement thereof.
The compound are shape of the beam, with its eccentric divergent ends, is
secured to the form of the beam in rolling.
The box sleeve 19, that embraces the middle of the brake beam, and on whose
collar flange, the compound swivel that carries the operating fulcrum lever is
pivotted, is shaped to fit the transverse shape of the brake beam. Thus in the
enlarged views shown in Figures XX and XXI it is shown of a rectangular form,
as the modified H form of beam was immediately before shown in Figures XVI,
XVII, XVIII and XIX, but it is not to be understood that said rectangular form
of said box sleeve is used in the preferred curvilinear transverse form of said brake
beam, or, indeed, of any of the transverse curvilinear forms, as it is evident that
said box sleeve would be required to conform to the transverse form of said brake
beam.

page_text: We much prefer the reversed C form of the brake beam, as thereby we secure
the greatest strength with the least weight and at the same time provide an open
passage for the attachment ends of the truss rods. The said transverse curvilinear
contour of the reversed C brake beams avoids all angular points of weakness, and
while its arc longitudinal form coadjutantly with the conical truss expanded akimbo
by the compound swivel frame secures great strength and stiffness longitudinally
the arc shape in cross section of this our preferred form also secures great strength
transversely.
Among the advantages secured by this invention are:-
First. The boxes in the brake heads form a complete housing for the terminals
of the brake beams, the terminal of which boxes prevents their longitudinal dis-
placement inward on the brake beam and the truss rod their longitudinal
displacement outward, and there are consequently no fragile bolt attachments of
said parts that are liable to fail and give out when they are most urgently needed
to stand to their work.
Second. By the use of this brake-beam a much stronger beam is secured with a
Lighter weight of material than usual.
Third. The brake beam, although much stronger than others now in general use
for its operative functions, yet in case of an accident to the train or brake, if the
beam should drop, as (when accidents occur) it frequently does, in front of the
wheels, then the flanges of the beam, which when in operative position are
abundantly strong to withstand the brake strain, yet do the light flanges readily
mash under the wheels and the thin web conforms to and scarcely obstructs the
same, instead of as with the solid beam brake, which too frequently on such
occasions derails the train.
Fourth. This brake beam is of a concavo-convex form, arching from the tension
brake strain, and consequently much stiffer.
Fifth. The box attachment of the swivel truss block or frame-boxes in the
middle of the brake beam, instead of being secured thereto by bolts or other
fragile means that frequently break themselves, and by their perforate attachment
weaken the beam where it is subject to the greatest strain.
Sixth. The compound swivel truss block or frame that carries the fulcrum lever
swivels round to either a right or left hand adjustment or to any intermediate
position of said lever, so that our brake beam is attachable to both right and left
hand operative brake devices on cars.
Seventh. The said compound swivel truss frame, besides its swivelling advantages
above noted, is made much lighter and at the same time much stronger than can be
any solid truss bar. Thus both the undue weight and weakness of the solid truss
bar are alike avoided.
Eighth. In case of adverse contortion of the brake strain from accident (running
over a broken rail or other obstruction that yet has not derailed the train) instead
of, as with the usual solid unswivelled truss bar, being frequently bent or broken,
so as to vitiate its capacity, this compound swivel truss frame, besides being much
stronger to withstand the adverse contortion and strain, conforms itself by swivelling
to any said casual changes in the line of draft and swivels back again after said
adverse strain or obstruction to its normal position is passed.
Ninth. The truss tension on the beam can be almost instantly changed on the
car or elsewhere by loosening one nut of the truss rod, thereby adjusting the
pressure on the strut or brake jaw.
Tenth. By the respective adjustment of the trussing nuts at the terminals of the
truss rods the brake is readily adjusted to equalize the friction of the corresponding
shoes or bring them to their true presentation.
Eleventh. By the use of our compound swivel truss block or frame, that in con-
junction with other features of our invention is adjustable to alternate from a right
to a left hand action, and rice versa, this device adapts itself to both right and left
hand beams, and so railroad companys avoid the necessity of keeping a mixed
stock of beams on hand.

page_text: Twelfth. The longitudinal arc centre form of the brake beam, as also the trans-
verse arc form of the preferred form thereof, adds largely to its strength and
stiffness.
Thirteenth. The eccentric divergent form of the ends of the brake beam and the
consequent straight box housing in the brake head to receive the same make a
stronger junction and apply the brake pressure from the beam to the brake head on
parallel line with that from the brake shoe to the periphery of the wheel, which, if
the arc shape of said beam was continued to its ends, would not be the case.
Our invention is alike adapted for a brake attachment to passenger or freight
cars, as also to locomotives or any other railroad rolling stock to which brakes can
be advantageously attached.
The object of the compound fulcrum brake lever as a part of the combination is
evident. The jaw with the fulcrum lever can be adjusted to any angle required,
or can be changed from left to right, and rice versa, almost instantaneously.
This invention also obviates the present necessity of railroad companies having
to keep a stock of two kinds of beams, as it is alike adapted to either.
The ends of the truss rods are struck back so as to enlarge their diameter
previous to cutting the screw thread thereon, thus re-enforcing their strength where
it is most required. While the brake beam is preferably made of rolled steel,
it and the swivel frame, brake heads, &c., may be constructed of any suitable
material.
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. A combined adjustable trussed concavo-convex brake beam having an arc or
camber centre and reversibly turned ends that conform to the line of presentation
of the brake shoes, an interchangeable brake head provided with a box housing 5,
in which either end of the brake beam is housed, the entrance to which housing on
cach side said brake head is provided with dovetail slots 17, and the buffer bevel
slide plate that fits in either of said dovetail slots 17 respectively, as it is required
to be adapted to either a right or left hand presentation on said brake beam, the
end of which it confines in the housing, substantially as and for the purpose set
forth.
2. A combined adjustable trussed brake beam, brake head, and swivel brake
lever for cars, &c., having the combination of a concavo-convex brake beam, the
brake heads provided with the boxes 5 within said brake heads, in which the
terminals of said brake beam are housed and held, and the interchangeable locking
shoes keyed to said brake heads, substantially as and for the purpose set forth.
3. A combined adjustable trussed brake beam, brake head, and swivel brake
lever for cars, &c., having a concavo-convex brake beam with a curved arc centre
portion and divergent ends that are approximately on parallel line with the line of
contact pressure of the brake shoes on the periphery of the wheel, the re-enforce
longitudinal swells 2 on said brake beams, and the brake heads provided with
boxes 5 therein, in which the ends of said brake beams are housed, substantially as
and for the purpose set forth.
4. A combined adjustable trussed brake beam, brake head, and swivel brake
lever for cars, &c., having the combination of the brake beams, the boxing
sleeve 19, in which the middle of said beam is embraced, the compound swivel
truss block or frame swivelled to said boxing sleeve, the bifurcated swivelled truss
rod bearer, the conically bent truss rod seated within the forks of said bearer, and
the re-enforce enlargement of the screw threaded ends of said truss rod, sub-
stantially as and for the purpose set forth.
5. A combined adjustable trussed brake beam, brake head, and swivel brake
lever for cars, &c., having the combination of the concavo-convex brake beam, the
brake heads provided with boxes in which the terminals of said brake beam are
housed, the compound swivel truss block or frame, the sleeve boxing attachment of

page_text: said block to the middle of the beam, the bifurcated truss rod bearer pivotally
secured to said compound truss swivel, the conically bent truss rod carried by said
bearer, the brake heads being provided with perforations in which the terminals of
the truss rod are seated, and the trussing screw nuts that adjust the tension of the
truss rod, substantially as and for the purpose set forth.
6. A combined adjustable trussed brake beam, brake head, and swivel brake
lever for cars, &c., having the combination of the concavo-convex brake
beam, the brake heads provided with boxes in which the terminals of said
brake beam are housed, the compound swivel truss block or frame, the boxed
attachment of said block to the middle of said brake beam, the bifurcated truss rod
bearer, the conically bent truss rod carried by said bearer and truss adjusted to said
brake heads, the buffer safety pins 47, and the attachment clips 48 that carry said
pins and are secured to near the terminals of said brake beam to guide the
presentation of the brake shoes, substantially as and for the purpose set forth.
7. The combination of a concavo-convex brake beam, brake heads in which the
ends of the beam are housed, and a truss rod the ends whereof pass through the
beam and are secured to the brake heads, the form of the beam affording an open
passage for the ends of the truss rod, whereby any cutting or weakening of the beam
is avoided, substantially as described.
8. The combination of a brake beam, a strengthening truss rod, a swivelling
king post or frame, and a brake lever supported between the bars of such frame,
whereby such lever may be adjusted for various connections, substantially as
described.
Dated this 17th day of March 1891
WILLIAM M. JOHNS.
DENNIS PAUL SLATTERY.
By Harris & Mills,
23, Southampton Buildings, London, W.C., Agents.