IMPROVEMENTS IN RAILWAY BRAKES, AND IN THE METHOD. OF APPLYING THE SAME, OR IN THE APPARATUS FOR RETARDING TRAINS OR CARRIAGES ON RAILWAYS OR ROADS."
Year: 1881

page_text: LETTERS PATENT to James Pilbrow, of Tunbridge Wells, in the County of
Kent, Civil Engineer, for the Invention of "IMPROVEMENTS IN RAILWAY
BRAKES, AND IN THE METHOD. OF APPLYING THE SAME, OR IN THE APPARATUS
FOR RETARDING TRAINS OR CARRIAGES ON RAILWAYS OR ROADS."
PROVISIONAL SPECIFICATION left by the said James Pilbrow at the Office
of the Commissioners of Patents on the 27th August 1881.
JAMES PILBROW, of Tunbridge Wells, in the County of Kent, Civil Engineer.
"IMPROVEMENTS IN RAILWAY BRAKES, AND IN THE METHOD OF APPLYING THE
SAME, OR IN THE APPARATUS FOR RETARDING TRAINS OR CARRIAGES ON RAILWAYS
OR ROADS."
The principal object of this Invention is not only to enable the engine driver
and guard or guards of a railway train to apply the brake to every carriage if
desired by one short movement of a lever or other like act, but to cause the
pressure of the brakes to be regulated by or be in proportion to the weight of
each carriage or vehicle it is intended to retard, but with a greater retarding
power than can be got by the present system of brakes on the periphery of the
wheels only without such pressure on the wheels and axles as would be injurious
to them, because unless the pressure or friction be great enough to stop the rotation
of the wheel it must be less than the friction of the wheel on the rail, and if
stopped then the retarding power can only be that of a polished steel surface
sliding on a smooth hard iron surface.
By this Invention the principal retarding surface will be brought in contact
with the rail itself acting as a brake and a skid combined, and having a surface of
soft iron or other suitable material will have a greater frictional effect than the
hard metal wheels; but this skidding action is not the only duty or use of the
peculiar form of this part, for by the onward motion of the train it rolls with
increasing force against the periphery of the wheels in proportion to the weight of
the load upon it, bringing two other brake surfaces in contact therewith, the
whole of these three surfaces (of each brake) being instantaneously and synchro-
nously brought into the most powerful contact and possible useful pressure without
any corresponding exertion on the part of the person applying the brakes, and
without the usual strain on any part of the machinery. This brake consists of a
frame of wrought iron which is supported upon a centre or axle, and is capable of
D .

page_text: oscillating towards either wheel. Upon this frame are attached the several brake
surfaces or blocks. The four upper blocks are formed to a curve to correspond to
the periphery of the wheels, but the lower one is formed of part of a circle of
larger radius than if struck from the axle centre, therefore it is excentric to such a
circle, this feature being one of the peculiar characteristics of the Invention. Any
elastic material, such as "vulcanized" rubber or a spring if found preferable is
arranged so as to equalize and regulate the pressure. An axle runs under the
carriage laterally to the opposite side, where it would carry another corresponding
brake. Upon the said axle or bar are suspended the brakes and frames described,
one on each end properly secured by a plate and screw, or in any manner that
may be preferred. This axle bar between the brakes is formed square or rectangular
in section, and is supported by short bars, four on each side. The said short bars
are attached to the axle bar of the brakes, and to a metal support by strong pins
or screws running through, and upon which these bars are free to move or turn;
the other end of these bars where they meet is attached to the outer end of the
connecting rods by centres or bolts forming a joint. The other or inner ends of
the said connecting rods are similarly attached but free to turn by bolts to a cam
or excentric which forms the end of a long lever to be worked in order to apply.
the brakes. This excentric and lever are firmly fixed on a longitudinal bar or
shaft which runs the whole length of the carriage, being supported at intervals to
the under framing of the carriage and by side pieces.
The brake is suspended, or the brake blocks "off" by the frame being held up
by the axle and the position of the said short bars. The said longitudinal shaft
runs under each carriage from end to end, and is joined to that of the next carriage
by a coupling piece hereinafter described.
In one form and construction of a coupling the ends of the shafts of two
adjoining carriages (projecting considerably less than the buffers do) are formed
square, having collars with shoulders to prevent the ends of the shafts from leaving
a conically shaped hollow iron barrel or socket having square holes at the ends to
fit accurately the said ends of the shafts, and free to slide backwards or forwards.
One of these sockets would be attached to the end of each carriage by a short
chain ready for use.
In another form of coupling the ends of the longitudinal rods are terminated
-by-fork-like-parts_which carry a circular plate or disc, having at the centre a
square hole through which a square steel bar may be placed when the carriages-
are to be joined together this bar also is attached to the ends of every carriage (by
a chain) ready for use. It is evident that these couplings will admit of any usual
oscillations and irregularity in the movements of the carriages, either by their
approaching each other by the sliding of the said socket in the first mentioned
coupling, or of the bar in the second named coupling, or the facility of a natural
action by the cross movement allowed by the rounding of the inner edges of the
square openings of the sockets or the discs respectively.
When the wheels of a carriage are too far apart for the form of brake just
explained, the brake frame may be divided as it were into two parts joined
together at top and bottom by connecting bars; the other (or applying parts) are
the same as before described.
The operation or mode of applying this brake in order to stop or retard a
carriage is this:-When the brake frame and all the brake blocks are "off," that is,
do not touch the wheels, if this frame be allowed to drop so as to touch the rail, the
train going in a forward direction, the curved portion in contact with the rail will
roll in the opposite direction bringing one of the lower brake blocks in contact
with the hinder wheel and the upper blocks in contact with the upper part of the
foremost wheel, and as the said curved portion is of larger radius than if struck
from the centre of the cross shaft or axle bar, from which the brake frame is
suspended it is excentric and in rolling on the rail would become heavily pressed
upon the rail by the weight of the carriage and its load, and would proportionately
press with greater force against the periphery of the wheel itself, skidding or

page_text: sliding along the rail, thereby causing a retarding force or brake power greater
than can be obtained in any other way. If the carriage were to proceed in the
opposite direction it will be seen that the brakes would roll to the other wheel and
cause the same retarding action as before. Upon the brake framo being lifted off
the rail all action would cease and it would return to its vertical position and be
free from both the wheels. To cause the brakes to come into action, or to fall
with the axle bar by which they are held, the actuating lever is brought to a
position which will cause the curve or excentric to be turned half round and cause
the connecting bars to be drawn inwards and bringing with them the centres of
the said short bars or levers with the greatest mechanical effect, urging the axle
downwards to the extent required, and if these short bars are drawn just inwards
beyond the perpendicular they will there remain steady without further assist-
ance, and when it is required to relieve the brakes again by pulling over the
said actuating lever to its original position, the said short bars being urged
outwards will raise the axle bar and thus lift the brake from the rails. This
action can be regulated in power according to the extent that the actuating lever
is moved over.
This apparatus may be attached to any carriage of a train, and is worked from
either end or from any carriage where the actuating lever is attached, but when it
is not desired to have this lever the cam or excentric only would be fixed on the
longitudinal shaft, which is to run beneath every carriage of a train, whether it
has cams and brakes affixed or not.
When two or more carriages are brought together or to the engine tender, the
ends of the centre shaft will be made so as to approach each other to within a
short distance, when the coupling piece, such as either of those above described,
is placed on or within them, allowing every irregularity of motion to the shaft
ends except independent twisting; this coupling therefore continuing the shaft held
in its position and causing all to turn at once when the actuating lever is moved
to the right or left, that every carriage should have the means ready for coupling
the parts required, as the said socket or square steel bar will be attached to every
carriage by a short chain.
To render these brakes fully automatic, and to come into action should a train
divide by accident, a small rod of iron or steel passes under each carriage, and the
rods being attached together at their ends by short pieces of chain and hooks. At
the axle bars where brakes occur a chain will be attached passing round pulleys
suitably placed and through the bottom of the carriage or brake van over another
pulley at a higher level and carried to the end of the actuating lever and hooked
on as required. Should any carriage be violently separated from another the said
small rod would be violently pulled and torn asunder, but pulling over the actuating
levers by the force resulting and all the brakes would come into the most powerful
action.
"
Another modification of the brake frame may consist of a friction brake of soft
metal carried over the top of each wheel, being in form so curved as to touch at the
outer ends before touching at the top, the said outer ends being held firmly in
position by distance rods. These brakes are brought down into action or lifted
off" by the arrangement before described for the other form of frame or brake.
I do not confine the lifting or dropping of the brakes to the precise arrangement
described, though I prefer it to several others that might be adopted, such as the
use of an excentric on the shaft, and any of the systems now in use, such as the
compressed air apparatus or vacuum or the hydraulic modes, any of which may be
applied to work my system of brakes. On the other hand, my arrangement and
method of actuating my brakes may be adopted to bring the common brakes now
in use into action with my automatic arrangements in case of accidental division
of a train, both of which I consider to be a valuable improvement and additions to
the present system of common brakes.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said James Pilbrow in the Great Seal Patent Office on the 27th February
1882.
JAMES PILBROW, of Tunbridge Wells, in the County of Kent, Civil Engineer.
"IMPROVEMENTS IN RAILWAY, BRAKES, AND IN THE METHOD OF APPLYING THE
SAME, OR IN THE APPARATUS FOR RETARDING TRAINS OR CARRIAGES ON RAILWAYS
OR ROADS."
The object of this Invention is not only to enable the engine driver and the guard
or guards of a railway train to apply the brake to every carriage if desired, by one
short movement of a lever or other like act, but to cause the pressure of the brake,
or the momentum of the carriages severally to be regulated by, or be in proportion
to the weight of each carriage having the brake and retarding apparatus ; but
with a greater direct retarding power than can be got. by the present system of
brakes on the periphery of the wheels alone, without such a pressure on the wheels
and axles as would be injurious to them, because unless the pressure or friction be
great enough to stop the rotation of the wheel, it must be less than the friction of
the wheel on the rail, and if the wheel be stopped, then the retarding power
can be only that of a polished steel surface sliding upon another sinooth steel
surface.
By this Invention the principal retarding surface of the brake will be brought in
contact with the rail itself, acting as a skid and brake combined, and having a
block or surface of soft iron or other suitable material will have a greater frictional
effect than the hard metal wheels, but the skidding action is not the only duty or
use of the peculiar form of this part, for by the onward motion of the train it rolls
with increasing force against the periphery of the wheels in proportion to the
weight of the load upon it, bringing two other brake surfaces in contact therewith,
the whole of these three surfaces of. each brake being instantaneously and
synchronously brought into the most powerful contact and possible useful pressure
without any corresponding exertion on the part of the person applying the brakes,
and without the usual strain on any part of the machinery.
The means by which_this_brake_is_applied, as hereafter explained, are available
for the important purpose of still further retarding each carriage of a train,
preventing the shock from the sudden application of the brake on stopping or
collision, or the accumulation of the force of momentum of all the carriages being
concentrated upon any one carriage.
DESCRIPTION OF DRAWINGS.
Drawing No. 1 represents a side view of one of the brakes as situated under the
body of a carriage a, a, and between two of the wheels b, b. This brake consists of a
frame of wrought iron c which is supported upon a centre or axle d, and is capable
of oscillating towards either wheel. Upon this frame are attached the several
brake surfaces or blocks e, e, e, e, e; the four upper blocks are formed to a curve to
correspond with the periphery of the wheels, but the lower one is formed of part
of a circle of larger radius than if struck from the centre, d therefore is excentric
to such a circle as being struck from a centre above it, say, at a point f, this
feature being one of the peculiar characteristics of the Invention.
The parts
marked g, g, g, g, represent any elastic material, such as "vulcanized rubber," or a
spring, if found preferable, is arranged so as to equalize and regulate the pressure.
The axle d runs under the carriage laterally to the opposite side, where it would carry
another corresponding brake which is better and further explained by Drawings
Nos. 2 and 3, when like letters apply to like parts on each of the Drawings.
Upon the said axle d, d, are suspended the brakes and frames described, one on
each end, but only the right hand one is shown here (being sufficient for the

page_text: explanation) properly secured by a plate and screw at d, or in any manner that
may be preferred. This axle from h to h (Drawing No. 2) is formed square or
rectangular in section, and is supported by the short bars or links i, i, i, i, four on
each side, as shown in Drawing No. 3. The said short bars i, i, are attached to the
axle d, d, of the brake and to a metal support h, k, by strong pins or screws m, m,
running through, and upon which these bars are free to move or turn. The upper
ends of these bars where they meet are attached to the outer end of the connecting
rods 1, 1, by centres or bolts n, n, forming a joint, which will be better understood
by reference to Drawing No. 3 in conjunction with No. 2. The upper or inner
ends of the said centre rods 1, l, are similarly attached (but free to turn) by bolts
to the "cam " or excentric o¹, which forms, the end of a long lever p to be worked
in order to apply the brakes. This excentric and lever are fixed on a longitudinal
shaft o which runs the whole length of the carriage, being supported at intervala
to the under framing of the carriage by side pieces q; r represents the position of
one of the rails of a railway, showing the brake as suspended or "off" being held
up by the axle, and the position of the bars or links i, i.
Drawing No. 3 represents the foregoing, as seen in plan or from a top view, the
body of the carriage being removed; 7, r, represent the rails of a railway; b, b, the
wheels and part of axles of the wheels of the carriage; c, the brake-frame; d, and
h, h, the axles; i, i, the short bars or links; j, j, the guide pieces; k, the supporting
piece or bed which is attached to the frame of the carriage; 1, 1, the connecting
rods between the "cam" o¹ with the bars i, i, i, i, which are attached to the bed
piece k, k, by the centre or bolts m, m. The said longitudinal or continuous
shaft o, o, running underneath each carriage is jointed to that of the next carriage
by a coupling piece represented by Figures 5, 6, and 7, on Drawing No. 2, thus
forming a continuous shaft throughout the train; p is a lever attached forming
part of the cam o'; q is the supporting piece for the shaft o and " cam 01.
"
Fig. 5 represents one form of construction of a "coupling;" o, o, are the ends of
the shaft of two adjoining carriages, projecting in this case considerably less than
the buffers do; the ends 8, 8, are formed square, having collars as shewn at t, t;
v, v, is a conically shaped hollow iron barrel or socket shewn here in section,
having square openings at the end to fit accurately the said ends of the shaft 8, 8,
and free to slide backwards or forwards; one of these sockets would be attached
to the end of each carriage by a short chain z ready for use; Fig. 6 represents
another form of coupling; o, o, are the ends of the longitudinal shaft as before, but
being terminated by the forked like part w, w, which carries a circular plate or
disc, x, having at its centre a square hole, through which a square steel bar y
may be placed when the carriages are to be coupled together; this bar also is
attached to the end of the carriage by a chain z ready for use.
It is evident that these couplings will permit of any usual oscillation and
irregularity in the movement of the carriages, either by their approaching each
other by the sliding of the socket in Fig. 5, or of the bar in Fig. 6, or the facility
of a lateral action by the cross movement allowed by the rounding of the inner
edges of the square openings of the socket or the disc respectively. Another form
of coupling is shewn by Fig. 7, which may be used when the continuous shaft o, o,
is intended also to assist in the retardation of the carriages, in the manner more
particularly hereafter described, by distributing the momentum of the train equally
among the carriages severally through the medium of this continuous shaft o,
when the motion of the train is too suddenly checked by the brakes in front, or
the engine, or in case of collision, without the whole of the brake apparatus before
described being used or brought into action; in this case the coupling will be made
as shewn by Fig. 7, when the projecting ends of the shaft o, o, are "screwed," that
is, have a strong "thread" made upon them and "halved" or notched to fit each
other as shewn, the barrels or sockets for uniting them being made stronger having
internal or "female"
screws formed within, so that when the ends of the shaft are
brought (together in this case), the screwed barrel is turned until it is half upon
one-shaft and half upon the other, as shewn in--Fig. 7, the hanging. part z will be

page_text: used as a lever to turn the barrel round, and by its weight to keep it in position;
the usual buffers will not be required when this coupling is used, as explained
hereafter.
When the wheels of a carriage are too far apart for the form of brake before
explained, the brake frame may be divided into two parts, as shewn in Drawing
No. 4, but joined together top and bottom by connecting bars H, H. The other or
actuating parts are the same as before described.
The operation or mode of applying these brakes in order to stop or retard a
carriage or train is this:-By referring to Drawing No. 1, it will be seen that
when the brake frame and all the brake blocks are off, that is, do not touch the
wheels, if this frame be allowed to drop so as to touch the rail, the train going in
the direction indicated by the arrow F (Drawing No. 11) the curved portion e' will
roll in the direction of the arrow c bringing one of the lower brake blocks (e') in
contact with the hinder wheel, and the upper block in contact with the upper part
of the foremost wheel at K, and as the said curved portion el is of a larger radius
than if struck from the centre d, it is excentric, and in rolling on the rail will
become heavily pressed upon the rail by the weight of the carriage and its load,
and would proportionately press with greater force against the periphery of the
wheel itself, skidding or sliding along the rail, thereby causing a retarding force or
brake power greater than can be obtained in any other way. If the carriage
were to proceed in the opposite direction it will be observed that the brakes would
roll to the other wheel and cause the same retarding action as before. Upon the
brake frame being lifted off the rail all action would cease, and it would return to
its vertical position and be free from both wheels. To cause these brakes to come
into action or to fall with the axle bar by which they are held, the actuating
lever p is brought to the position of the dotted line towards D (sec Drawing No. 2).
This action which. will turn the "cam" O¹ half round to the position of the dotted
form, and cause the connecting bars L, 7, to be drawn inwards, and bringing with
them the centres of the said bars or links i, i, with the greatest mechanical effect,
urging the axle bar h, h, downwards to the position as shewn by the dotted lines,
and if these short bars or links i, i, are drawn inwards just beyond the vertical,
they will there remain steady without any further assistance, and when it is
required to relieve the brakes again by pulling over the said actuating lever p to
-its-original-position, the short-bars-,-, being urged outwards will raise the axle
bar h, h, and thus lift the brakes from the rails. The action of the brake can be
regulated in power according to the pressure by which the lever p is moved over.
This apparatus may be attached to any carriage of a train, and is worked from
either end or from any carriage where the actuating lever p is attached, but when
it is not desired to have this lever p, the "cams" only would be fixed on the
longitudinal or continuous shaft o, o, which is to run beneath every carriage of a
train whether it has "cams" and brakes affixed or not, as hereinafter described
by Drawing No. 6.
This continuous shaft may be made either solid or hollow for lightness, rigidity,
and strength. When two or more carriages are brought together or to the engine
tender, the ends of the continuous shaft o will be made so as to approach each
other to within a short distance, when the coupling piece, such as Fig. 5 or 6, is
placed on or within them, allowing every irregularity of motion to the shaft ends
except independent twisting; but when the "coupling," Fig. 7, is used, the ends of
the continuous shaft are brought in contact, as shewn by Figures 1 and 2, Drawing 6.
These couplings therefore continue the shaft and hold it in its position, causing the
whole to turn at once, when the actuating lever P is moved to the right or left.
As every carriage should have the means ready for coupling the parts required,
as v, v, or y, will be attached to every carriage end by a short chain z, z, or as the
case may require. To render the brake fully "automatic," and to come into action
should a train divide by accident, a small rod of iron or steel A, A, in Drawings
No. 2, 3, and 4, passes under each carriage, and these rods being attached together
at their ends by short pieces of chain or hooks L, L. At the axle bars h, h, where

page_text: brakes occur, a chain M will be attached, passing through or between the pullies B
and through the bottom of the carriage or "brake van," over another pulley D.
and carried to the end of the actuating lever p and hooked on at E. Should any
carriage be violently separated from another the rod A would be violently pulled
and torn asunder, but would first pull over the actuating lever p by the force
resulting, and all the brakes would come into the most powerful action.
Another modification of the brake frame is shewn by the Drawings No. 5, which
may consist of a friction brake, of soft metal, carried over the top of each wheel, as
shewn, being in form so curved as to touch at the outer ends T, T, before touching
at the tops R, the ends T, T, being held firmly in position by the distance
rods U, U. These brakes are brought down or into action or lifted “off” by the
arrangement before described for the other form of frame or brakes.
The modification or arrangement, shewn by Drawings No. 6, is when it is desired
to use the longitudinal or continuous shaft with or without the brakes described
as a further retarder of the carriages severally, as before mentioned, and to ease or
counteract or neutralise the shock from sudden stoppages or collision by distributing
the momentum of a train among the several carriages. In this case the continuous
shaft may be increased in diameter and strength, or made as a hollow tube, and
will be free to move longitudinally through "cains "which actuate the brakes by
having a fillet or key fixed upon it, passing through a corresponding "slot" in the
"cam," instead of being fixed on a square, as shewn at o in Drawing No. 2. These
shafts would in this case project further beyond the ends of the carriage, so as to
touch each other and joined by the "coupling," Fig. 7.
Drawing No. 6 represents and explains the foregoing, omitting for the sake of
greater clearness the whole of the before described brake frame, axle bar, and lever
apparatus, which would here be situated or suspended at the points d, d. Fig. 1
represents the lower portion of one railway carriage a, a, and a, a, part of another
carriage o, o, o, o, the continuous shaft joined or coupled as at r by turning the
screw barrel or socket v till it covers both of the screwed parts of the shafts: The
usual common "buffers" should be dispensed with if desired, as shewn to be so in
this Figure. Upon the shafts, say, at or near the centre, as shewn, would be placed
(under each carriage) two strong spiral springs f, f, separated by a strong ring or
collar of iron fixed securely on the shaft at e, the other ends of the springs pressing
against the supports q', q', this shaft being free to pass or slide backwards and
forwards through the several supporting pieces q', q', q, q, q, when pressed at either
end, and by the fixed collar e compressing the spring on one side and extending it
on the other, or in other words, the carriage would move backwards and forwards
along the shaft. Each carriage of a train would be furnished with a like apparatus
or arrangement, and in this case the continuous shaft and couplings will take the
place and will be a substitute for the usual "drawlinks" for attaching the carriages,
which will therefore be attached only by but move independently on the shaft.
The projecting ends of the shafts "screwed" with a strong thread, as shewn at W,
to fit the internal screw of the coupling barrel or socket, and each should be halved
or notched, as shewn in the Figure 7, Drawing No. 2, so that when brought together
and screwed up, so that one in turning must turn the others for working the
brakes. The coupling barrels or sockels are shewn in the Drawing perhaps longer
in proportion than they need be. The operation or method of using them is
thus When the carriages are apart and the socket not in use it is placed or will
occupy the vacant space between the screw and the carriage, simply having been
turned by the banging lever z the reverse way. When another carriage is brought
up close to be attached the socket is turned the right way and will run on to the
screw of the adjoining shaft. There should be a little "play" allowed for the shaft
through outer end brackets on supporting pieces q¹¹; q".
Fig. 2, Drawing No. 6, represents the under view of a carriage turned upside
down. This continuous shaft, may terminate under the engine tender or luggage
van by pressing against a strong spring buffer or against the piston of an air
cylinder shewn by Fig. 3, as is well known, by which means, as is well understood,

page_text: a most elastic buffer may be obtained to resist a pressure or impact: varying from.
a few pounds up to ninety tons without any shock or concussion.
The object of joining the shaft as here described and attaching the carriages to
it only by the springs f, f, is that each carriage should be independent of and not
touch another, so that the retardation should be complete and without shock to
another, and that the momentum of each should be controlled and overcome
separately by its springs f, f, and not accumulated and concentrated upon the end
carriages in any case.
"
Having thus described the nature of the said Invention and in what manner the
same is to be performed, I would have it understood that I do not intend to confine
the lifting and dropping of the brakes to the precise arrangement described, though
I prefer it to several others that might be adopted, such as the use of an excentric
on the continuous shaft or any of the systems now in use, such as the compressed
air apparatus or the vacuum, or the hydraulic mode, any of which may be applied
to work my system of brake; nor do I confine myself to the use of the "continuous
shaft for the purpose of working the brakes only, but also as a means of attaching
the carriages and retarding them severally as described. On the other hand, my
said arrangements and method of actuating my brakes may be adopted in order to
bring the common brakes now in use into action with my automatic arrangement
in case of accidents or division of a train, and the use of the "continuous shaft "
independently; all of which I consider to be valuable improvements and additions
to the present system of common brakes, the method of working them, and of
attaching the carriages.
.
3
:
But I hereby declare that what I claim as of my Invention is,―
First. The peculiar combination of brake or friction blocks or surfaces formed
as described, and attaching them to a suspended frame which is placed on a movable
centre, whereby one of the friction surfaces may be brought into contact with the
rail or road, by which or from the effect of which the friction surfaces or brake
blocks, or some of them, are brought into contact with the periphery of the wheels.
Secondly. Forming the lower brake blocks or friction surfaces that act on the
rail, curved or circular, but of a larger radius than if struck from the hanging
centre d, so as to be excentric thereto; causing a quick action and great pressure
both upon the rail and wheels in manner described.
Thirdly. The mechanical action of lever and bars, and the method or methods
whereby the suspended brake frame and brake blocks are brought down (or lifted
as may be required) so as to bring the friction surfaces in contact (quickly or
gradually) with the rail and wheels.
"
22
Fourthly. The use of a continuous shaft" under the whole of the carriages of
a train to and by which they may be attached, with springs or levers, and " cams as
substantially described, .and method or methods of coupling such carriages, and
for the purposes explained, also the method of actuating the brakes throughout
automatically should an accident occur by which a train should become divided
or other accident.
And, Lastly. The modification of the brake in which, when the surface for
skidding on the rails is not desired, the brake or friction surfaces form an arch
over the wheels but are actuated by the same mechanical arrangement as before
described.
In witness whereof, I, the said James Pilbrow, have hereunto set my hand
and seal, this. Twenty third day of February, in the year of our Lord One
JAMES PILBROW. (L.S.)