Improvements in Combined Brakes, Buffers, and Draw-gear for Railway Vehicles.
Year: 1887

page_text: Date of Application, 20th July, 1887
Complete Left, 29th Mar., 1888
Complete Accepted, 11th May, 1888
PROVISIONAL SPECIFICATION.
Improvements in Combined Brakes, Buffers, and Draw-gear for
Railway Vehicles.
I RICHARD HARDING ORTON of 29 St. Helen's Road Hastings in the County of
Sussex Gentleman do hereby declare the nature of the said Invention for "IMPROVE-
MENTS IN COMBINED BRAKES BUFFERS AND DRAW-GEAR FOR RAILWAY VEHICLES "
be as follows:-
to
My Invention consists of a central buffer, draw bar and brake, in one combined
apparatus placed longitudinally in the centre of each carriage and capable of being
worked from either end of the train. The operating brake bar is continuous from
end to end of the train but articulated between the carriages to admit of passing
round curves and also at each end of each carriage for buffing purposes in which a
provision is made for preventing rebound (as hereinafter described) when a collision
occurs.
The main principle of action for bringing the brakes into operation consists in the
use of a travelling piece fixed on the longitudinal brake bar which when pulled in
either direction causes a pivotted piece to be removed from an inclined to a horizontal
position and thereby acts on the apparatus for applying the brakes on each side of the
wheel in the ordinary manner.
The said apparatus for applying the brakes may be arranged under the frame in the
centre of each carriage, or it may be placed over each pair of wheels or in any other
suitable position and worked in either a forward or backward direction by the motion
of the continuous brake bar in either direction as required.
The provision above referred to for buffing consists of a hollow metal block placed
near each end of each carriage one end being screwed to the longitudinal bar the other
end permitting of a sliding motion to the extent of the buffing action. At the end of
the brake bar which communicates between any two carriages is affixed a tooth piece
with a ratchet toothed rack over it the said tooth piece sliding in guides and having a
notch or cavity in which it remains at rest but when the brakes are applied the said
tooth piece is thereby raised out of the cavity and put into gear with the first tooth of
027

page_text: the rack, then should any buffing action occur the tooth piece is driven with a clicking
motion from tooth to tooth of the rack to the extent of the buffing that takes place
and is there held so that no rebound of the carriages can take place until the brakes
are released.
The buffers and draw bar hooks are not fixed to the headstocks of the carriages as
usual but are carried at top and bottom by the movable part of the buffing apparatus,
the brake bar occupying a central position. between them, the draw bar hooks being
close coupled by a right and left handed screw, the said parts being so arranged as to
admit of passing round curves as required. The said buffing action being controlled
by strong springs placed centrally under the headstocks at each end of the several
carriages.
By this means the whole of the train can be vertebrated so as to combine continuous
longitudinal connection with allowance for curvilinear motion of the train as required.
The power for working the brakes may be applied from the engine end of the train
by means of steam and at the other end of the train by means of a store of force
created by a compressed spring or otherwise.

page_text: COMPLETE SPECIFICATION.
Improvements in Combined Brakes, Buffers, and Draw Gear for
Railway Vehicles.
I RICHARD HARDING ORTON of 29 St. Helens Road Hastings in the County of
Sussex Gentleman 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 :—
My Invention consists of a central buffer, draw bar and brake in one combined
apparatus placed longitudinally in the centre of each carriage and capable of being
worked from either end of the train.-The operating brake bar is continuons from end
to end of the train but articulated between the carriages to admit of passing round
curves, and also at each end of each carriage for buffing purposes, in which a provision
is made for preventing rebound (as hereinafter described) when a collision occurs.
The main principle of action for bringing the brakes into operation consists in the
use of a travelling piece fixed on the longitudinal brake bar which when pulled in
either direction causes a pivotted lever or bar to be removed from an inclined to a
horizontal position and thereby acts on the apparatus for applying the brakes on each
side of the wheel in the ordinary manner.
The said apparatus for applying the brakes may be arranged under the frame in the
centre of each carriage or it may be placed over each pair of wheels, or in any other
suitable position and worked in either a forward or backward direction by the motion
of the continuous brake bar in either direction as required.
The provision above referred, to for buffing consists of a hollow metal block placed
near each end of each carriage one end being screwed to the longitudinal bar the
other end permitting of a sliding motion to the extent of the buffing action. At the
end of the brake bar which communicates between any two carriages is affixed a
tooth piece with a ratchet toothed rack over it the said tooth piece sliding in guides and
having a notch or cavity in which it remains at rest but when the brakes are applied
the said tooth piece is thereby raised out of the cavity and put into gear with the first
tooth of the rack; then should any buffing action occur the tooth-piece is driven with
a clicking motion from tooth to tooth of the rack to the extent of the buffing that
takes place, and is there held so that no rebound of the carriages can take place until
the brakes are released.
The buffers and draw bar hooks are not fixed to the headstocks of the carriages as
usual but are carried at top and bottom by the movable part of the buffing apparatus,
the brake bar occupying a central position between them, the draw bar hooks being
close coupled by a right and left handed screw, the said parts being so arranged
as to admit of passing round curves as required.
The said buffing action is controlled by strong springs placed centrally under the
headstocks at each end of the several carriages.

page_text: By this means the whole of the train can be vertebrated so as to combine con--
tinuous longitudinal connection with allowance for curvilinear motion of the train
as required.
The power for working the brakes may be applied from the engine end of the
train by means of steam and at the other end of the train by means of a store of
force created by a compressed spring or otherwise.
In order that my Invention may be fully understood and readily carried into
effect I will proceed to describe it more particularly by the aid of the accompanying
drawings in which are represented the parts of mechanism hereinbefore referred to.
HIDROUS ngitudinal connection with allowance for curvilinear motion of the train
as required.
The power for working the brakes may be applied from the engine end of the
train by means of steam and at the other end of the train by means of a store of
force created by a compressed spring or otherwise.
In order that my Invention may be fully understood and readily carried into
effect I will proceed to describe it more particularly by the aid of the accompanying
drawings in which are represented the parts of mechanism hereinbefore referred to.
DESCRIPTION OF THE DRAWINGS.
Fig. 1 is a longitudinal elevation of a railway carriage with my improved apparatus
applied thereto. Fig. 2 is a plan or horizontal view of the same the centre framing of
the carriage being removed the better to show the parts, and Fig. 3 is a sectional
clevation showing the ends of two carriages with the buffers, brake bar and coupling
for connecting them together. Figures 4 to 15 represent on an enlarged scale the
main operating parts in detail.-In these several figures the same letters of reference
indicate corresponding parts.
A is the brake bar which in Figures 1 and 2 is shewn to extend from end to end of
the carriage (Fig. 2 showing it to be central as to the width thereof) and in Fig. 3 to
be continuous between the ends of two carriages but articulated between the brake
blocks and at the couplings so as to admit of the train passing round curves as
required. This brake bar is carried by a projecting tubular head piece B under the
headstocks of each carriage supported by two strong bearings C C one of which is
affixed to the headstock and the other at a suitable distance behind it, both of such
bearings being fitted so as to allow the tubular head piece B to slide freely through
them. The end of the head piece B may be of any suitable form (that shewn detached
at Fig. 4 being preferred) and on the upper part thereof is fixed a projecting buffer D
the head of which is hinged or swivelled in order to give the requisite freedom of
lateral motion in going round curves. The said end has formed in its central part an
aperture to allow of the brake bar A passing through it and is tapered sufficiently
to admit of the free action of this bar as shewn in Fig. 5 also at the lower part thereof
is fixed a draw hook E with a screw coupling. On the tubular head piece B is formed
a shoulder which when in position is seated behind and rests against the headstock
block C. Between the said shoulder and the second block C is placed a strong spiral
or other spring in a suitable degree of compression, so that when the carriages are
closely coupled up together the entire train becomes what I have called vertebrated
or articulated, so as to combine longitudinal continuity with freedom of lateral play
as required.
In order to provide for working all the brakes there is placed centrally (under each
carriage) a longitudinal brake bar A extending from head piece to head-piece and not
continuous in one piece but in parts separated under each carriage by two hollow
tooth-piece blocks F F being each screwed to the brake bar A at one end and a collar
or flange on the bar resting against a shoulder at the other end of the block F, which
block becomes thereby practically a continuation of the brake bar and moves to and
fro with the latter when this is pulled in either direction. In order to cause the brake-
bar to act on each pair of wheels simultaneously there is fixed to this bar a travelling
piece G carrying two friction rollers one above the other between which is placed
(but not fixed to them) an inclined lever or bar H carrying at right angles thereto an
arm I pivotted to an iron hanger securely fixed to and pendent from the frame of the
carriage which thereby serves as a fulcrum for the lever H. Hence when the brake-
bar A is moved in one direction the top friction roller is caused to press the lever or
bar H into a horizontal position thereby bringing the arm I into a vertical position
and applying the brakes to the periphery of the wheels in the ordinary manner through
the intermediate mechanism shown in Figures 1. 2 and 3. And when the brake-bar A
is moved in the contrary direction the bottom friction roller is caused to lift the

page_text: inclined lever or bar H into a horizontal position and to produce the same effect as
before in applying the brakes to the wheels. The brake-bar A is limited in its travel
as required by means of a shoulder thereon. The above described travelling piece G
with its appurtenances is shewn detached in Figures 6. 7. and 8.
At J. in Fig. 3 is shewn the coupling piece consisting of a double screw which
connects the two articulated ends of the brake-bar A between the carriages.
The provision made for buffing purposes consists of the hollow tooth-piece block F
that has one end screwed to the brake bar A. At the other end of this block F
nearest to the headstock of the carriage the brake-bar A is arranged so as to be
capable of sliding freely a limited distance when buffing occurs. Inside the hollow of
the block F is fitted the tooth-piece K screwed to that part of the brake-bar A that
extends to the coupling screw J beneath the buffers D D. This tooth-piece K is
shewn detached in section at Fig. 9, and in plan at Fig. 10, also as occupying its
place in the block F at Fig. 11, on reference to which figures it will be seen that the
tooth K is movable on a pivot and that above it there is a rack L with ratchet teeth
in it the length of the aperture in the block F. Fixed to the end of the movable
tubular head piece B beyond the second supporting block are two guides that
move with it one on each side (one being shown at M Fig. 14) and forming a
continuation between that and the tooth-piece block F on each side of which they
slide. In each guide there is a notch or cavity N in which when at rest the
friction rollers 0, 0, of the tooth piece lie, but upon applying the brakes the said
rollers are lifted out of the notches or cavities and the tooth K* is put into gear
with the first tooth of the rack L above, then when buffing takes place while the brakes
are on, the tooth-piece K is driven along with a clicking noise from tooth to tooth of
the rack L above, thereby shortening the brake bar between the tooth-piece blocks of
the two carriages to the extent caused by the compression of the springs owing to the
carriages being buffed close together, and the carriages are there held until the
brakes are taken off and the tooth-piece rollers 0, 0, return to their normal position
and fall into the notches N, thereby releasing the tooth K* from the rack L, and the
springs are free to react and return to their normal position and the rebound takes
place. The effect thus produced as to the two carriages will be communicated to all
the carriages in the train simultaneously.
In Fig. 15 is represented the mechanism for enabling the guard of a train to
apply the brakes for which purpose a store of force is provided by means of a powerful
spring P or other suitable power placed underneath the van in the cylinder Q enclosed
at one end but bored in the centre of such closed end to allow the brake bar A to
pass through it.
At the other end of the cylinder Q is a quick motion screw R which is also hollow
to allow the brake-bar A to pass through it. The spring P is controlled by bevil
gearing at S and a handle in the van. At a suitable distance from the screw
nozzle T a collar U is placed on the brake-bar A, so that when the spring P is
released the nozzle T is caused to strike against the collar U and by forcing it forward
to apply the brakes. By means of the reverse action the spring P is compressed and
the brakes taken off. The space between the nozzle T and the collar U required when
the brakes are applied from the engine is filled by a stop V acting automatically, such
stop being pivotted to the nozzle and raised into position by sliding up an incline W
as the spring P is released from compression when the brakes are applied, but returns
to rest upon the reverse motion with the taking off of the brakes.
In order to establish a means of communication between the engine driver and the
guard a gong is or may be placed both upon the engine and inside the guard's van,
the hammers of which are connected with the brake-bar A and are caused to strike
whenever the brakes are applied.
The automatic action of the mechanism hereinbefore described is brought into play
in the event of the couplings breaking, in which case the hauling of the carriages.
thereby detached becomes dependent on the brake-bar which is thereby caused to
apply the brakes. In no case can a part of a train become wholly detached until not
only the couplings are broken but the brake-bar also. In order to meet such a case a

page_text: further automatic provision is made. The brake-bar has a certain amount of travel
allowed to it which is more than sufficient to work the brakes under ordinary circum-
stances. Say for example, it has a travel of nine inches each way, while six inches is
ample working travel. In the centre or other convenient part of the under carriage
is affixed an iron biock X (Fig. 2) with a catch Y at each end eighteen inches long (over
all) placed parallel with the brake-bar on which is fixed a square collar sliding along
the surface of the catch block. In ordinary working this collar would not travel so
far as the catches, but in the event of a coupling breaking an increased pull might
extend the travel of the bar and drag the collar beyond the catch Y where it would
remain with the brakes full on until released by hand. A similar power may be given
to the engine driver by providing sufficient piston stroke in the cylinder employed for
acting on the brake-bar.
I would remark in conclusion that the precise details herein described and illustrated
in the drawings may be varied in form and arrangement without departing fromthe
spirit of my Invention.
Having now particularly described and ascertained the nature of my said Inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
First. The combination of a central buffer, draw and brake bar with brake apparatus
for each carriage adapted for applying the brakes to the wheels by moving the said
bar in either longitudinal direction and also for providing a means of buffing without
rebound, substantially as described with reference to Figures 1 and 2 of the drawings.
Secondly. The mode or method of vertebrating two or more carriages by means of
closely coupled hinged or swivelled buffers placed upon sliding head pieces each
controlled by a spring capable of resisting impact (represented in Fig. 3) and the
articulation of the draw and brake bar so as to be continuous in simultaneous action
on all the brakes in the train and yet have sufficient lateral play for going round
curves, together with the mechanism connected therewith, all substantially as
described.
Thirdly. The tooth-piece, rack, block and guides to prevent rebound of the carriages,
substantially as hereinbefore described and illustrated by the drawings.
Fourthly. In combination with apparatus such as that described the mechanism by
which the guard can work the brakes upon a train of carriages by means of a store of
force placed under his control, substantially as hereinbefore described and illustrated
by the Drawings.
And lastly. The general combination of brake apparatus buffers and draw gear,
substantially as and for the purposes hereinbefore described.
000
1
C
W. SPENCE & SON,
Agents for the Applicant.