IMPROVEMENTS IN BRAKES FOR RAILWAY AND OTHER 22 VEHICLES
Year: 1884

page_text: We, EDWARD JORN COWLING WELCH of Palace Chambers Saint Stephens in the
City of Westminster and WALTER PARKER SMITH of N° 1 Roseford Gardens
Shepherd's Bush in the County of Middlesex Civil Engineers do hereby declare the
nature of our invention for IMPROVEMENTS IN BRAKES FOR RAILWAY AND OTHER
22
VEHICLES to be as follows:-
This Invention has for its object improvements in brakes for railway and other
vehicles.
On each vehicle the brake blocks are applied to the wheels by levers directly
operated by the descent of a weight or weights or in some cases by the action of
a spring or springs carried upon the vehicle and in order that the action of the
leverage may not be deranged by the wear of the brake blocks, compensating
apparatus is provided, which comes into operation whenever the brake blocks
permit the levers to descend beyond their proper distance.
In the case of railway vehicles to be made up into trains we also provide on each
vehicle one or more pneumatic cylinders or like apparatus which by fluid pressure
is caused to sustain the weight or weights or resist the action of the springs until
the brakes are required to be applied and then they are permitted to act with the
desired force. Or the weight or weights or springs may be sustained by electrical
or other mechanism.
We prefer however in ordinary cases to apply pneumatic action and to work with
pressures from that of the atmosphere downwards employing a single pueumatic
cylinder placed in an inverted position centrally beneath the platform of the
vehicle and a weight to operate the brakes. This cylinder contains a piston to
which the operating weight is directly attached and of which it may even form
part. By suitable connections throughout the train a partial vacuum is maintained
in the cylinder sufficient to cause the weight to be supported by atmospheric
pressure. This vacuum can be impared to any desired extent so as to permit the
weight to operate.
This weight controls brake blocks, on two pairs of wheels one on an axle in front
of the pneumatic cylinder and the other on an axle in rear of the same. Each
wheel is provided-with a pair of blocks, and is nipped between them. Each brake
block is suspended by a fink from a joint beneath the platform of the carriage.
These links are by preference connected together in pairs across the vehicle by
frames jointed, to the same at or near their lower ends." These frames are also
by preference triangular in form and the apex of each frame is directed towards
the actuating weight to which indeed it is more or less directly connected. The

page_text: weight is provided with a rocking crosshead and this by short liuks is coupled with.
the two frames in proximity to it, one on either side. Or the weight may carry a
pulley over which a chain or wire rope runs the ends of which are connected to the
frames. These frames incline-somewhat upwards towards the weight and the apex
of each is further connected by a rod with the apex of its fellow frame operating
brake blocks on the same wheels. It is in this rods that the compensating apparatus
hereinafter to be described is provided. The arrangement of the frame constitutes
what we term a "differential toggle" and which is of great power. When the weight
descends the frames next to it receive a movement which brings them more nearly
to a horizontal position with their apices further from the axle, but these apices as
already stated are connected with those of their fellow frames on the other side of
the axles, consequently the latter frames are drawn towards the axle until their
. blocks bear against the wheels. Indeed all the four brake blocks are thus brought
to bear equally and the wheels are nipped between their respective blocks. The
severity of the pressure increases as the frames are permitted to approach more
closely to the horizontal position and without the compensating apparatus already
referred to, the wear of the brake blocks would first result in undue pressure being
applied, and soon further wear would render the brake inoperative.
The com-
pensating apparatus prevents this; its arrangement is as follows:-In each of the
rods connecting the apices of the triangular frames is a coupling with a right and
left hand screw or with only one screw and a swivel joint. On the coupling there
are ratchet teeth and a lever also which can turn around the coupling. This lever
at its inner end carries a pawl which engages with the ratchet teeth and its
outer end is either carried by a separate link or is jointed to the base of the inner
triangular frame thence the movement of the frames when the brakes are applied
or taken off causes the lever with the pawl to move partly around the coupling the
nose of the pawl then riding between two of the ratchet teeth.
"When from the wearing of the brake blocks or other cause this movement
exceeds a certain prearranged amount; the pawl, when the brakes are applied
passes the end of a ratchet tooth and then in the return movement when the
brakes are taken off the coupling is turned and thus the effective length of the rod
is reduced.
In order either to hold off or reapply the brakes when the vehicle is not coupled
with the train or for any other reason the operating weight is connected by lifting
Jinks with a lever arm or arms upon a horizontal spindle upon which also is
another lever arm. A pin on this arm enters a slot in a bar passing horizontally
beneath and to the end of the vehicle where it is jointed to one arm of a bell crank
lever.
•
From the other arm of the lever a rod passes upwards at the end of the vehicle
and is jointed to an arm on the same axis with a weighted hand lever. The hand
lever when raised operates through these connections to raise the actuating weight,
and as the weight arrives at its highest position the arm on the axis of the hand
lever becomes aligned with the upright rod which links it with the bell crank
lever.
The parts then pass a short way beyond this position permitting the main weight
to descend slightly and then the lever handle comes against a stop. The weight
thus remains supported and the brakes are held off until either the hand lever is
forcibly drawn down from the stop or the main weight is lifted by the pneumatic
cylinder which permits the hand lever to fall.
The arrangements in respect to the hand releasing lever may be varied the
essential feature being that the weight is overlifted and then returns a short
distance and locks the lever or equivalent part or a counterbalanced pawl may be
used which is held in gear with a tooth or catch by the friction due to the pressure
between the two, but which falls away upon the weight being raised either by the
hand lever or by the vacuum being established.
In some cases it may not be necessary to apply brake blocks on both sides of the
wheels and then the outer triangular frames are dispensed with a link descending

page_text: from the actuating weight is jointed at its lower end to rods passing to the apices
of the two remaining frames and compensators are provided in these rods.
In the case of tramways omnibuses carriages or like vehicles the brakes may be
controlled by a hand or foot lever or wheel with or without the intervention of a
spring.
In the case of vehicles with three pairs of wheels and axles, either three complete
sets of toggle gear may be used, each being controlled by a separate cylinder, or
two of them may be controlled by one cylinder of extra size and the third by
a separate one or they can all three be coupled together and controlled by a single
cylinder. In either case one or more weights or springs may be used. The toggles
may also be arranged so that only two are required, the brake hangers of the inter-
mediate wheels being connected across to the corresponding brake hangers on the
leading and trailing wheels. In this case the toggles should be attached to the
brake hangers at such points as will give comparatively equal pressures upon all
the brake blocks. A more perfect equality of pressure may be ensured if necessary
by transmitting the force to the two brake blocks which are moved in the same
direction by the one toggle through a short rocking lever, the force being applied
at an intermediate point in the same and delivered to the brake hangers from the
two ends.
In vehicles when the wheels are too close together to admit of the compression.
or negative member of the toggle being of sufficient length it may be suspended
from idle hangers connected by rods to the real brake hangers.
In carriages having bogeys the arrangement requires some modification, and
either one set of toggle gear may be used to apply the blocks to all the wheels or
each pair of wheels may have its own set. In either case the point of application
of the force is brought within the line of axis upon which the bogey turns, the
cylinder and weight being placed beneath the carriage beyond the position of the
bogey, a lever passing beneath the bogey centre is actuated by the piston and
weight and has a swivel link attachment to the toggle under the centre of the
bogey. When two sets of toggle gear are used as in a four wheeled bogey they are
connected by short links to the two ends of a rocking, lever, the swivel link
attached to the piston lever being connected to an intermediate point. An equal
force is thus ensured being applied to each of the toggle gears.
In some cases a single toggle gear may be used for a bogey; the force being
applied through a jointed end which enables the bogey to swivel upon its axis.
Instead of triangular frames operating the brake blocks upon both wheels at
once, separate differential toggle gear may be applied to each wheel the two such
toggle gears being connected together by a cross bar and the cross bars being con-
nected each to a separate weight and piston or to a cross head and one weight and
piston as in the former case.
In some cases instead of the differential toggle gear being used, the triangular
frames which are nearest to the point of application of the force may carry a short
arm or arms which being connected to their fellow frames respectively by links or
rods cause the two frames to be drawn together and the blocks thus applied to the
wheels. Or a separate lever operated by the weight may carry one or more short.
arms connected by links or rods to the brake blocks and thus apply the brakes..
In any case the whole is maintained in working adjustment by the means already
described and by means of which so high a system of leverage becomes practicable.
Springs may in some cases be substituted for weights.
1
T
11001
CARPMAEL & Co.,
Agents for the Applicants.

page_text: 'Improvements in Brakes for Railway and other Vehicles..
We EDWARD JOHN COWLING WELCH of Palace Chambers Saint Stephens in
the City of Westminster and WALTER PARKER SMITH of N° 1 Roseford Gardens
Shepherd's Bush in the County of Middlesex Civil Engineers 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 has for its object improvements in brakes for railway and other
vehicles.
On each vehicle the brake blocks are applied to the wheels by levers directly
operated by the descent of a weight or weights or in some cases by the action of a
spring or springs carried upon the vehicle and in order that the action of the
leverage may not be deranged by the wear of the brake blocks, compensating
apparatus is provided, which comes into operation whenever the brake blocks
permit the levers to descend beyond their proper distance.
In the case of railway vehicles to be made up into trains we also provide on
each vehicle one or more pneumatic cylinders or like apparatus which by fluid
pressure is caused to sustain the weight or weights or resist the action of the
springs until the brakes are required to be applied and then they are permitted to
act with the desired force. Or the weight or weights or springs may be sustained
by electrical or other mechanism.
We prefer however in ordinary cases to apply pneumatic action and to work
with pressures from that of the atmosphere downwards. employing a single
pneumatic cylinder placed in an inverted position centrally beneath the platform
of the vehicle and a weight to operate the brakes. This cylinder contains a piston
to which the operating weight is directly attached and of which it may even form
part. By suitable connections throughout the train a partial vacuum is maintained
in the cylinder sufficient to cause the weight to be supported by atmospheric
pressure. This vacuum can be impared to any desired extent so as to permit the
weight to operate.
Each
This weight controls brake blocks on two pairs of wheels one on an axle in front
of the pneumatic cylinder and the other on an axle in rear of the same.
wheel is provided with a pair of blocks and is nipped between them. Each brake
block is suspended by a link from a joint beneath the platform of the carriage.
These links are by preference connected together in pairs across the vehicle by
frames jointed to the same at or near their lower ends. These frames are also by
preference triangular in form and the apex of each frame is directed towards the
actuating weight to which indeed it is more or less directly connected. The
weight is provided with a rocking cross head and this by short links is coupled
with the two frames in proximity to it, one on either side. Or the weight may
carry a pulley, over which a chain or wire rope runs, the ends of which
connected to the frames. These frames incline somewhat upwards towards the
weight and the apex of each is further connected by a rod with the apex of its
fellow frame operating brake blocks on the same wheels. It is in this rod that the
are

page_text: compensating apparatus hereinafter to be described is provided. The arrangement
of the frames constitutes what we term a differential toggle" and which is of
great power.
When the weight descends the frames next to it receive a movement which
brings them more nearly to a horizontal position with their apices further from
the axle; but these apices, as already stated, are connected with those of their
fellow frames on the other side of the axles, consequently the latter franies are
drawn towards the axle until their blocks bear against the wheels. Indeed all the
four brake blocks are thus brought to bear equally and the wheels are nipped
between their respective blocks. The severity of the pressure increases as the
frames are permitted to approach more closely to the horizontal position and
without the compensating apparatus, already referred to, the wear of the brake
blocks would first result in undue pressure being applied, and soon further wear
would render the brake inoperative. The compensating apparatus prevents this:
its arrangement is as follows:-In each of the rods connecting the apices of the
triangular frames is a coupling with a right and left hand screw or with only one
screw and a swivel joint. On the coupling there are ratchet teeth and a lever also
which can turn around the coupling. This lever at its inner.end carries a pawl
which engages with the ratchet teeth and its outer end is either carried by a
separate link or is jointed to the base of the inner triangular frame thence the
movement of the frames when the brakes are applied or taken off causes the lever
with the pawl to move partly around the coupling the nose of the pawl then riding
hetween two of the ratchet teeth.
When from the wearing of the brake blocks or other cause this movement
exceeds a certain prearranged amount; the pawl, when the brakes are applied,
passes the end of a ratchet tooth and then, in the return movement, when the
brakes are taken off the coupling is turned and thus the effective length of the rod.
is reduced.
In order either to hold off or reapply the brakes when the vehicle is not coupled
with the train or for any other reason the operating weight is connected by lifting
links, with a lever arm or arms upon a horizontal spindle upon which also is
another lever arm. A pin on this arm enters a slot in a bar passing horizontally
beneath and to the end of the vehicle where it is jointed to one arm of a bell
crank lever.
From the other arm of the lever a rod passes upwards at the end of the vehicle
and is jointed to an arm on the same axis with a weighted hand lever. The hand
lever when raised operates through these connections to raise the actuating weight;
and, as the weight arrives at its highest position, the arm on the axis of the
hand lever becomes aligned with the upright rod which links it with the bell
crank lever.
The parts then pass a short way beyond this position permitting the main
weight to descend slightly and then the lever handle comes against a stop. The
weight thus remains supported and the brakes are held off until either the hand
lever is forcibly drawn down from the stop or the main weight is lifted by the
pneumatic cylinder which permits the hand lever to fall.
In the arrangement for the goods truck there is no upright rod but only the
horizontal one-the hand lever operating a horizontal shaft placed at or near one
end transversely to the vehicle. This shaft has a hand lever at each end of it so
that it can be worked from either side.
The arrangements in respect to the hand releasing lever may be varied the
essential feature being that the weight is overlifted and then returns a short
distance and locks the lever or equivalent part, or a counterbalanced pawl may be
used, which is held in gear with a tooth or catch by the friction due to the pressure
between the two; but which falls away upon the weight being raised either by the
hand lever or by the vacuum being established.
In some cases it may not be necessary to apply brake blocks on both sides of
the wheels and then the outer triangular frames are dispensed with.

page_text: A sliding sleeve carried in two bearings formed on to the piston or ram has an
internal right hand thread at one end and a left hand one at the other.
Screwed pieces enter these screws one at each end and these are connected to
the apices of the frames.
A ratchet wheel is placed between the two bearings and has keys fitting into
grooves formed upon the sliding sleeve. There is a spring pawl provided which,
whenever the piston is permitted, by reason of the wear of the brake blocks to
descend too far, engages one of the teeth of the ratchet wheel, and when the piston
again rises it causes the sleeve to be rotated and thus lengthens out the screwed
rods and throws the blocks nearer the wheels thus continuously compensating
for wear.
Or a link descending from the actuating weight may be jointed at its lower end
to rods passing to the apices of the two remaining frames and compensators may
be provided in these rods.
In the case of tramways, omnibuses, carriages or like vehicles the brakes may be
controlled by a hand or foot lever or wheel with or without the intervention of
a spring.
In the case of vehicles with three pairs of wheels and axles: either three
complete sets of toggle gear may be used, each being controlled by a separate
cylinder or two of them may be controlled by one cylinder of suitable size and the
third by a separate one; or they can all three be coupled together and controlled
by a single cylinder. In either case one or more weights or springs may be used.
The toggles may also be arranged so that only two are required the brake hangers
of the intermediate wheels being connected across to the corresponding brake
hangers on the leading-and trailing wheels.
A more
In this case the toggles should be attached to the brake hangers at such points
as will give comparatively equal pressures upon all the brake blocks.
perfect equality of pressure may be ensured if necessary by transmitting, the force
to the two brake blocks which are moved in the same direction by the one toggle,
through a short rocking lever, the force being applied at an intermediate point in
the same and delivered to the brake hangers from the two ends.
In vehicles, where the wheels are too close together to admit of the compression
or negative member of the toggle being of sufficient length, it may be suspended
from idle hangers connected by rods to the real brake langers.
In carriages having bogeys the arrangement requires some modification, and
either one set of toggle gear may be used to apply the blocks to all the wheels of
each bogey or each pair of wheels may have its own set. In either case the point
of application of the force is brought within the line of axis upon which the bogey
turns, the cylinder 'and weight being placed beneath the carriage beyond the
position of the bogey; a lever passing beneath the bogey centre is actuated by the
piston and weight and has a swivel link attachment to the toggle under the centre
of the bogey. When two sets of toggle gear are used as in a four wheeled bogey,
they are connected by short links to the two ends of a rocking lever, the swivel
link attached to the piston lever being connected to an intermediate point. An
equal force is thus ensured being applied to each of the toggle gears.
In some cases a single toggle gear may be used for a bogey, the force being
applied through a jointed end, which enables the bogey to swivel upon its axis.
Instead of triangular frames, operating the brake blocks upon both wheels at
once, separate differential toggle gear may be applied to each wheel, the two such
toggle gears being connected together by a cross bar, and the cross bars being con-
nected each to a separate weight and piston, or to a cross head and one weight and
piston as in the former case.
In some cases, instead of the differential toggle gear being used, the triangular
frames which are nearest to the point of application of the forces may carry a short
arm or arms, which being connected to their fellow frames respectively, by links
or rods, cause the two frames to be drawn together and the blocks thus applied to
the wheels. Or a separate lever operated by the weight may carry one or more

page_text: short arms connected by links or rods to the brake blocks and thus apply the
brakes. In any case the whole is maintained in working adjustment by the means
already described and by means of which so high a system of leverage becomes
practicable.
Springs may in some cases be substituted for weights.
In order that our invention may be fully understood we will proceed to describe
the drawings annexed.
emoraced between two Drake DICKS.
Figure 2 is a sectional plan of the same arrangement.
Figure 3 is an end elevation of the carriage.
Figure 4 is a side elevation to a larger scale of the pneumatic cylinder.
Figure 5 is an end elevation partly in section of the same.
Figure 6 is an underside view of the same.
Figure 7 is a longitudinal section of the automatic take up gear.
Figure 8 is an underside view of the same.
Figure 9 is an end elevation, and Figure 10 is a transverse section of the same.
Figure 11 is a side 'elevation, and Figure 12 is a front elevation of the lifting
lever of the manual gear.
Figure 13 shows a lifting lever differently constructed.
Figure 14 is a side elevation showing a modified arrangement of our automatic
brakes in which the brake blocks are applied to one side only of the wheels.
Figure 15 is a sectional plan and Figure 16 is an end elevation of the same.
Figure 17 is a side elevation showing a pneumatic cylinder of modified form.
Figure 18 is an end elevation partly in section.
Figure 19 is an underside view of the same.
In these figures a modification of the automatic take up gear is also shown.
Figures 20 and 21 show portions of this take up gear.
Figure 22 is a longitudinal section of another form of take up gear in which
one screw only is employed.
Figure 23 is a front elevation and Figure 24 is a side elevation showing a
modified arrangement of the retaining gear to be used in connection with the hand
lever or manual gear for taking off the brakes.
Figure 25 shows an arrangement specially applicable to locomotives.
Figure 26 is a side elevation of the automatic stop apparatus which we employ
for equalising the take off. Figure 27 is an end elevation and Figure 28 is a
section of part of the same.
In Figures 1, 2 and 3 A is the pneumatic or vacuum cylinder centrally fixed
heneath the platform of the carriage. B is a ram working therein having a piston
head and serving also as a weight to apply the brake blocks to the wheels: it is
connected by a rocking lever and links with the two frames C. C. These frames
are suspended at their other ends by the links D D which also carry the brake
blocks and are jointed at their upper ends to the bed frame of the carriage. Other
brake blocks are similarly carried by links E, E. The lower ends of the links E
are jointed to a forked rod F which passes to the inner end of the frame C and is
there jointed to it at F'. The automatic take up gear G is introduced in the stem
of the forked rod F and this stem is in two parts connected by a coupling with
right and left hand screw threads. The action of this automatic gear is afterwards
described.
When the weight B is allowed to bear upon the end of the frame C with which
it is connected it causes it to assume a more nearly horizontal position and lessens
the vertical angle which it makes with the forked rod F consequently these parts
constitute a toggle drawing together the lower ends of the links D and E and so

page_text: causing the wheels to be nipped between the brake blocks which these links carry.
As the weight descends it at first operates with comparative rapidity in drawing
the links D and E together but as the angle lessens between the frame and the
rod F the approach of the links becomes less rapid and the weight is proportionally
more efficient in producing pressure by the brake blocks upon the tyres of the
wheels.
For the purpose of removing the brakes when necessary independently of the
action of the pneumatic cylinder A a lifting lever H is provided, it has a pair of
arms, one on either side of the ram or weight B and these are connected by links
with the ram; it has also a third arm which by a link I is connected with a bell
crank lever J and this by another rod K is connected with a hand lever L. In
Figure 3 this hand lever is shown by full lines in the position it occupies when
the brakes are on; they can be taken off by moving the hand lever to the position
indicated by the dotted lines. The hand fever when fully raised will remain, the
weight of the ram B serving to retain it in place, for as will be
seen, the lowering
of the handle first causes a slight raising of the ram B whilst the rod K connecting
the band lever L with the bell crank J passes the line of centres but immediately
it has so passed the hand lever is free to fall to its lowest position thereby
permitting the ram B to descend until it is supported by the frames C. Thus
when the brakes are taken off by means of the hand lever they will remain off
until the vacuum is restored in the pneumatic cylinder A, but when this is done the
hand lever will at once fall leaving the brakes under the control of the pneumatic
apparatus. This pneumatic apparatus is shewn in detail in Figures 4, 5 and 6.
The piston within the pneumatic cylinder A. is indicated by dotted lines. It is
formed on the top of the ram or cylindrical weight B. The ram has a cross head D
which works between guides attached to the cylinder.
A is the extremity of the pipe connecting the cylinder A with the ordinary
pneumatic apparatus upon the engine (or it might be otherwise placed) by which
when the train is running and so long as it is not wished to apply the brakes
sufficient vacuum is maintained in the cylinder A to keep the piston on the ram or
weight B at the upper end of the cylinder. When it is desired to apply the brakes
H is the
this vacuum is partially or entirely destroyed by the admission of air.
lever for lifting the ram when the vacuum cylinder is out of use and I is the rod
from which the lever H receives its movement.
enter this coupling.
The automatic take up gear which is shown in detail by the Figures 7, 8, 9
and 10 consists of the sleeve with screw threads cut within it at its two
ends. The thread at one end is right handed and that at the other end is
left handed. The two parts of the rod or stem
gare
ratchet teeth on the exterior of the coupling. g is a lever which is able to
turn about the coupling and it is so formed as shown as to enclose or box in
the ratchet to protect it from dust and dirt. The screw cap completes
the enclosure. g is a bolt which can slide in a radial passage formed in the
lever it is prevented from turning by a set screw the end of which enters a
groove in the bolt. The passage which receives the bolt is closed at its outer end
by a screw plug g which has a hole in it to allow the stem of the bolt to pass out.
A coiled spring g is confined between the plug and a shoulder upon the bolt g'
and it presses the bolt forward and causes it to engage with the ratchet teeth g³.
The lever at its outer end has a stem g7 projecting from it and this enters
loosely into a ring or socket C upon a transverse bar connecting the extremities of
the frame C with the links D D. This socket C it will be seen has but little
movement but in putting on and in taking off the brakes the coupling has a
considerable range of vertical movement consequently in these operations the
lever turns around the coupling g but usually not sufficiently far to cause the
bolt g to pass from one tooth to another of the ratchet gl. When the brake
blocks become worn however so as to permit the ram or weight B to descend to
the lowest point which is admissible then the bolt g does during the movement of
the lever around the coupling g pass from tooth to tooth, and this having taken

page_text: place when the ram or weight B is next raised, the coupling is turned a distance
corresponding to one tooth of the ratchet. The two ends of the divided rod F are
thus drawn towards each other consequently on the next descent of the ram B it is
supported before it has descended so far as it was able to do before the shortening
of the rod F was effected in the manner which has just been described.
The compound lifting lever of the manual gear is shown in detail by the
Figures 11 and 12; its upper arm is not fast with the lower arms 2 but stops
are provided upon the bosses of the two parts so that the one arm engages with
the other. They act as a rigid lever when in the position shown by these figures.
But when the arms 2 are raised in consequence of the lifting of the ram
weight B by the pneumatic action the upper arm of the lever is not moved but
the arms rise alone lessening the angle which they make with the arm h.
or
Figure 13 shows an alternate arrangement where the lever H is rigid and carries
a pin which is movable along a slotted hole in the rod I.
Either of these arrangements admits of the weight or ram B rising and falling
freely without imparting movement to the rod I when it is in the position indicated
by the drawings, but nevertheless the manual gear is available to lift the ram or
weight B by means of the hand lever L when this is necessary.
Figures 14, 15 and 16 show a somewhat simpler and therefore cheaper arrange-
ment well adapted for trucks for the conveyance of goods. Here the brake blocks
are applied on one side of the wheels only and the two frames C C are combined
to form a single toggle. The ram B carries at its lower end the coupling g of the
automatic take up gear.
Short stems with right and left handed screws or screws
of different pitches are received into the coupling and these are jointed
respectively to the inner ends of the frames C. C.
Figures 14 15 and 16 show an arrangement similar to that represented by
Figures 14, 15 and 10 but with other brake blocks added so that each wheel may
have two brake blocks.
The additional brake blocks X X on the outer sides of the wheels.a
are carried
upon hangers connected by long links Y with, the hangers of the brake blocks on
the inner sides of the wheels the links extending as the drawing indicates from
wheel to wheel past the center of the carriage where the pneumatic cylinder and
weight is placed. Figures 14, 15 and 16 also show that two systems of pipes may
be provided in connection with the pneumatic cylinder A one for use when the
carriage is coupled with a train in which vacuum is made use of for holding off the
brakes and another for use when the vehicle forms part of a train in which for
the same purpose compressed air is employed. Cocks may be provided so that
the pipe which for the time being is out of use may be opened to the atmosphere.
These figures also show modified arrangements in connection with the hand
lever Lof the manual gear by which the brakes are taken off and applied by hand.
To take off the brake the lever is lifted to a horizontal position and in this position
it can if desired be temporarily retained by means hereinafter described.
Figures 17 to 21 show more in detail the pneumatic gear and the automatic
take up gear used in the arrangement indicated by the preceding Figures 14. 15
and 16. It will be seen that the cylinder A has pipes connected with it at two
points at which is the upper connection and at a which is the lower.
connection. When vacuum is employed the connection a¹ is in use in the manner
already described, but when compressed air is employed the upper part of the
cylinder A remains open to the atmosphere and the compressed air is admitted
at to the under side of the piston into the annulus between the walls of the
evlinder A and the sides of the ram B. The pressure of the air being comparatively
high this annulus will afford sufficient area for its action. The ram in this case
passes out through a packing ring at the bottom of the cylinder A as the drawing
indicates. A bearing is here provided at the lower end of the ram B and in this
the coupling g is able to turn and also to slide.
It can slide also through the ratchet wheel o* but a groove and feather compels
the coupling to turn with the ratchet wheel. The bolt g to engage with the teeth

page_text: of this ratchet wheel is carried at the lower ends of the stationary guides.in which
the crosshead of the ram B traverses.-The ratchet wheel gx rises and falls with
the ram B to the full extent of its stroke and usually the teeth of the ratchet
wheel do not engage with the bolt but when the brake blocks become worn, one
of the teeth upon the wheel in the descent of the ram forces back the bolt g and
descends below it. The spring g then immediately causes the return of the bolt.
and when the ram B next rises a rotation of the coupling g ensues, with the result
that when the ram B next descends it is supported at an earlier period than it was
previously.
Figure 22 shows a modification of the take up gear applicable to the arrangement
shown at Figures 1, 2 and 3. The coupling sleeve y here has a screw thread at one
end only. This screw receives one end of the rod F which has a corresponding
thread upon it; the otlier end of the rod F enters the coupling, passes by a plain
hole and the coupling g simply swivels upon it. In all other respects this gear acts
in the manner already described.
Figures 23 and 24 show the gear for retaining the hand lever of the manual gear
shown by Figures 14, 15 and 16. Or the same retaining gear may be employed to
retain a hand.lever similar to that shown at L in Figures 1, 2 and 3, but with the
gear arranged so that the connecting rod may not pass over the line of centres.
The hand lever having been raised to the horizontal position as it is shown in
these figures the little weighted pawl. M which pivots at M' is pushed inwards and'
the lever is allowed to descend upon it, the nose of the pawl then prevents the
lever falling. As soon however as the pneumatic cylinder A operates to lift the
ram or weight B and the hand lever is relieved of the weight upon it the pawl
falls out leaving the ram free to descend to put on the brakes under, the control of
the pneumatic cylinder.
For locomotive engines where it would be inconvenient to apply the cylinder A
in a central position, we employ as is shown by Figure 25 two cylinders A one on
either side of the engine and each midway between the wheels to which brake
blocks on either side are applied. There are no frames extending across the engine
but levers operating on one side only; the system on one side of the engine being
separate and distinct from that on the other side.
The outer brake block in each case as will be seen is linked with the inner brake
block upon the other wheel so that the inner blocks when separated by the toggle
carry the other blocks with them.
Where, as in a bogey carriage action from one common centre is admissible but
yet there is no room for the cylinder A and ram or weight B in this position, the
said cylinder and ram may be arranged in some other convenient, locality and may
operate a lever, which in turn is centrally connected with frames C C as in
Figures 1, 2 and 3 the connection with the lever. replacing the direct, connection
with the ram or weight as is there shown. If desired the system may be applied
to six wheeled carriages so as to apply brake blocks on both sides of every wheel.
In this case we employ two cylinders A and rams B; they operate independently
and each controls two pairs of brake blocks at one end of the vehicle in the manner
indicated in Figure 1 but the brake blocks on the central wheels are otherwise
arranged: the hangers of these brake blocks are connected to the lower ends of tlie
hangers or links D as in Figure 25.
Although the toggle action of the brakes, which we have described, is of great
importance, nevertheless our invention is partly applicable to brakes which are
applied by a single leverage, for example:-In Figure 1 it would be possible to
dispense with the forked rod F forming a part of each toggle and to substitute for
it a mere connecting rod passing from the lower end of the link E to a short arm
projecting upwards from the frame F near where this is jointed to the link D.
Such an arrangement however would not have the advantage of rapid action at the
commencement of the operation of applying brakes, and a slow and powerful
operation as the brake blocks, reach their final position,

page_text: In the case of tram cars and other carriages the arrangements which we have
described say for example as respects Figures 1, 2 and 3 may be employed but
without the pneumatic apparatus, the brake being then taken off or permitted to
act by means of the manual gear with or without an interposed spring. By exerting
more or less pressure on the land lever the operation of the brake can be moderated
as required.
It will also be evident that springs may be applied to play the part of the
weight 13 but the weight is preferable.
It will also be evident that a diaphragm may be substituted for the piston in
the pneumatic vessel A; other like variations may be made but not as we think
with any advantage. The pressure of steam or of water or other fluid may be
substituted for that of air in working the brakes.
The apparatus which we employ for equalising the take off of the brake block is
shown by the Figures 26, 27 and 28.
cc is the bracket carrying the hangers 6* * and the equalising plate a* a*.
This plate a a* carries two stops gg, between which the brake hanger is.
free to vibrate the required amount, and the plate itself is free to be rotated upon
the bolt d; but as this is very tightly screwed up, giving great friction at the
surfaces ff, it can only be rotated when considerable force is brought to bear
upon one of the stops glx gx. As the brake block wears, the hanger bx presses
against the stop gx with the full force (if necessary) of the action of the brake
and causes the plate ax ax to rotate, and the stop glx thus to follow up the banger.
The amount therefore that the brake block. on that side of the wheel, can leave
the wheel when the brake is taken off is always limited to the same amount.
notwithstanding the wear of the block itself. The brake block on the other side of
the wheel has therefore its share of the "take-off" clearance. This ensures the
blocks being taken definitely off the wheels, instead of one block, or set of blocks,
Instead
getting all the "take off." while the others are dragging on the wheels.
of relying upon the friction between the equalising plate and the side of the bracket
to prevent the plate being forced back teeth and a pawl might be applied, or it
might be followed up by a sliding wedge, suitably arranged.
our
The arrangements shown by the annexed drawings are those which we prefer
but they admit of variation in various ways; the essential features of
invention are those set forth in the claiming clauses with which this specification
terminates.
Having now particularly. described and ascertained the nature of our said
invention in what manner the same is to be performed we declare that
what we claim as our improvements in automatic brakes is
(1.) The combination of the following elements:-
"
(a.) A weight operating upon a toggle and applying the brake.
(b.) Pneumatic apparatus lifting the said weight and releasing the brake.
(c.) Automatic take up gear compensating for the wear of the brake
blocks..
(2.) The combination with an automatic brake of manual apparatus for taking
off the brake and retaining gear in connection with the manual apparatus and
which is released by the automatic gear when the latter comes into action.
(3.) The combination of the following elements:-
(a.) A weight applying the brake by means of levers.
(b.) Pneumatic apparatus lifting the said weight and releasing the brake.
(c.) Automatic take up gear compensating for the wear of the brake
blocks.
(4.) The combination of the following elements:-
(a.) A weight acting through a toggle to apply the brake.
(b.) Manual or other apparatus lifting the weight and releasing the brake.
(c.) Automatic take up gear compensating for the wear of the brake
bleaka

page_text: (5.) The modifications which result from the substitution of springs, in the
place of weights and of steam and hydraulic or electrical apparatus in the place of
pneumatic apparatus.
(6.) The use in an automatic brake of a toggle, for applying the brake blocks
to the wheels and automatic take up gear compensating for the wear of the brake
blocks and thereby maintaining proper relation between the parts of the toggle.
(7.)-Our improved brakes for railway and other vehicles substantially as herein
described.