IMPROVEMENTS IN AND RELATING TO BRAKE APPARATUS FOR RAILWAY TRAINS
Year: 1880

page_text: LETTERS PATENT to Richard Smith, of Cardiff, in the County of Glamorgan,
and 32, Southampton Buildings, in the County of Middlesex, Engineer, for an
Invention of "IMPROVEMENTS IN AND RELATING TO BRAKE APPARATUS FOR
RAILWAY TRAINS."
PROVISIONAL SPECIFICATION left by the said Richard Smith at the Office
of the Commissioners of Patents on the 3rd September 1880.
RICHARD SMITH, of Cardiff, in the County of Glamorgan, and 32, Southampton
Buildings, in the County of Middlesex, Engineer. "IMPROVEMENTS IN AND
RELATING TO BRAKE APPARATUS FOR RAILWAY TRAINS."
My Invention relates to improvements in brake apparatus for railway trains,
which I believe will prove of a simple and effective character and will not be
liable to get out of order, which fault is very prevalent with brakes now in use.
It consists in a method of using the resistance of the engine when suddenly
braked or the speed retarded to operate the brakes throughout the train. Thus,
in the event of the engine or one of the carriages leaving the metals, the
brakes are at once put on. The brakes may also be applied from the engine,
guard's van, or any of the coaches. The act of simply shutting off steam, as in
descending gradients, however does not operate the brakes.
In carrying out my Invention I arrange a shaft running transversely across the
vehicle under the buffer plank supported by suitable guides. Attached to this
shaft I arrange two arms fitted with forks to embrace each buffer rod and abut
against the inner face of the buffer. To the ends of the shaft I attach links, or
their equivalents, the lower ends of which are threaded to receive the ends of the
rods which operate the usual system of levers operating the brake blocks. On the
end of one of the screwed rods I fix a small cog wheel longitudinally. Below each
van or carriage I arrange a shaft carrying a wheel or eccentric, to which is
attached a crank operating a bell crank lever carrying another small pinion or cog
wheel at its extremity, and having an escapement fitted to fall into its teeth and
permit revolution only in one direction. These shafts are arranged to clutch or
connect with each other throughout the train.

page_text: By operating the connected shafts from the engine or vans the bell cranks are
raised, the small pinions thereon moving the wheel on the brake rods, pushing the
forks back from the inner face of the buffers, and the brakes are taken off or
thrown out of gear. They can by the reverse action be put in gear at will. Thus
on breaking the engine or van the sudden resistance pushes back all the buffers,
the pressure of the brakes being proportionate to the resistance offered.
In another plan, more especially for coal and other wagons, I cause the forked
rods to form the upper arms of a bell crank lever, the lower arm of which is
pivoted to a curved ratchet extending upwards. The brake blocks are connected
by links to a lever carrying a pawl taking into the ratchet. The resistance of the
train thus bushes pack the buffer operating the bell crank, moving the ratchet, and
the lever working the brake blocks, but to throw the brakes out of gear (as when
shunting). the handle is moved so as to depress the ratchet and pull the forked
rods back out of reach of the buffer; or instead of the ratchet I may operate the
cog wheels by a screwed rod operated by a hand wheel in the wagon, van,
or coach capable of being put in and out of gear by an eccentric, cam, or their
equivalent.
It is evident that the mechanical arrangement can be modified to operate some
brakes at present in use, and may also be varied in detail without departing from
my Invention.

page_text: In carrying out my Invention I arrange a shaft A running transversely across
the vehicle under or near the buffer plank supported by suitable guides B, B
Attached to this shaft I arrange two arms C, C, fitted with forks or horns D, D, to
embrace each buffer rod and abut against the inner face of the buffer.
To the ends of the shaft I attach link E, or its equivalent, the lower end of
which clutches a boss which is threaded to receive the end of the rod F which
operates the usual system of levers G operating the brake blocks H. On the end
of the screwed rod I fix a small cog-wheel longitudinally. Below each van or
carriage I arrange a shaft carrying a wheel or eccentric, to which is attached a
crank operating a bell crank lever carrying another small pinion or cog wheel
at its extremity, and having an escapement fitted to fall into its teeth and permit.
revolution only in one direction.
These shafts are arranged to clutch or connect with each other throughout the
train.
However, the most convenient way of arranging my apparatus is as follows, the
principle however being the same:-
'
The link or lever E before described carries at its end a screwed boss J, so that'
its position along the screw K, K, on the rod F, backwards and forwards may be
regulated. This rod is formed square at L to slide in bush M, carrying toothed
wheel I and supported by bearings N, N¹. The other. end of rod F passes through a
yoke O, and has a nut P at its end and a spring Q to limit its movement so as not
to break anything in event of the buffers being overpressed. To this yoke the two
rods R operating the brake levers G and blocks H are attached. S is the longi-
tudinal shaft below each coach or van before described, and extending through
the train.
The shafts can be coupled throughout by means of the coupling shown in Fig. 4,
in which a is one rod; b, fork on same; c, pin, nut, and washer; and d, fork on

page_text: other rod a' carrying pin e with a boss f, having hole to receive c. Or any suitable
automatic or other coupling now in use may be substituted as the coupling does
not form part of my Invention.
The shaft is made square to
On shaft S is a toothed wheel T with a long boss.
slide in the boss of the wheel as shown, so as to allow of longitudinal motion.
These wheels gear into each other. U is a hand shaft projecting (or it may be
placed outside of coaches if required) into the coach or van, and carrying a worm V
gearing into wheel T; W is a jointed link or lever pivoted to bracket X, as shown, and
to a rod Y, rising through the floor of the van or carriage, and jointed to treadle Z,
which, when in the normal position, is forced upwards by springs Z lifting rod Y,
which draws rod U and worm V clear of wheel T.
This arrangement allows the guard or occupant of any coach or van so fitted to
apply the brakes at will. As shown, the depression of the treadle Z has put the
worm V in gear with T, so that the handle or rod U can now be turned, which
revolves wheel T, and through it wheel S, and thereby applies the brakes.
By locking the treadle Z passengers may be prevented from using the brakes.
By operating the connected shafts from the engine or vans, the small pinions T
move the wheels on the brake rods, pushing the forks back from the inner face of
the buffers, and the brakes are taken off or thrown out of gear. They can by the
reverse action be put in gear again. Thus on breaking the engine or van the
sudden resistance pushes back all the buffers, the pressure of the brakes being
proportionate to the resistance offered.
To render the brake automatic in case of a coupling breaking I arrange a rod or
shaft A pivoted on bracket B¹, and resting on the draw bar C, as shown, said
draw bar being fitted with a key, so that the action of the engine in pulling shall
reset the spring and bar A¹ in the event of the coupling breaking.
A powerful spring D¹ embraces the draw-bar and operates to push away rod A'.
A bell crank or trigger E¹ is pivoted to the coach or wagon. One end is notched
or racked so as to clip the shaft A', thereby holding it back with the spring D¹
compressed. To the lower end of this trigger I attach a chain fastened to the
preceding wagon or coach. This chain is arranged so that after having given a
pull to the trigger, releasing bar A', it slips off from the trigger, and goes with the
receding coach. To keep this chain in its place on the trigger, I arrange a fork
fastened to the sill of the coach (not shown in the Drawings) and bent so as to
prevent the chain slipping off. This fork comes down, passing each side of the
lower end of the trigger, the last link of the chain being slipped on when setting
the spring and bar A¹. It is then ready to apply the brakes by a pull of the chain.
The bar A¹ can be reset either by operating or turning the brakes off by hand or
by a pull of the engine on the draw-bar.
In another plan, shown in Figs. 4 and 5, more especially for coal and other
wagons, I cause the forked rods D to form the upper arms of a bell crank lever E,
the lower arm of which is pivoted to a curved ratchet F extending upwards. The
brake blocks are connected by links G to a lever H, as in the old system, carrying
pawls I, I, taking into the ratchet F. The resistance of the train thus pushes back
the buffer, operating the bell crank, moving the ratchet, and the lever working the
brake blocks, but to throw the brakes out of gear (as when shunting) the handle is
moved to the top of the rack or ratchet so as to draw the brake blocks sufficiently
from the wheels to prevent action of the brakes thereon, or pinned in the old
guards, which need not be removed, the pawls being opened. J is a spring on bolt
to regulate the motion of the ratchet.
It is evident that the mechanical arrangement can be modified to operate some
brakes at present in use, and may also be varied in detail without departing from
my Invention.
I have only shown brake blocks and their mechanism on one side of the coaches
or wagons so as not to complicate the Drawing.
Having now described my Invention, and the best mode known to me of carrying
it into effect, I wish it to be understood that I do not claim broadly the principle of

page_text: applying the brakes of a train through the movement of the buffers, but what I
claim as my Invention is,―
I. The combination of the shafts A with rods C carrying forks or horns D and
operating through links or arms E screwed rods F to actuate the brake blocks,.
substantially as described.
II. Fitting rod or shaft F operated from the buffers with the toothed wheel I
in combination with continuous shaft S extending throughout the train and
gearing (such as shown, or its equivalent) connected therewith, so that the guard
or occupant of the coaches, vans, or other vehicles, can apply or take off the brakes
at will, substantially as described.
III. The arrangement for operating the brakes of mineral wagons and the like,
substantially as described.
IV. The general arrangement of railway brake apparatus, substantially as and
for the purposes described.
In witness whereof, I, the said Richard Smith, have hereunto set my hand
and seal, this 22nd day of February, in the year of our Lord One thousand
eight hundred and eighty-one.
RICHARD SMITH. (L.S.)