Improvements in Brake-operating Apparatus for Railway Wagons and similar Vehicles.
Year: 1899

page_text: Date of Application, 10th Oct., 1899
Complete Specification Left, 10th July, 1900-Accepted, 11th Aug.,
1900
PROVISIONAL SPECIFICATION.
Improvements in Brake-operating Apparatus for Railway Wagons
and similar Vehicles.
We, CHARLES HERBERT COOKE, Foreman Coachmaker, and HERBERT COOKE,
Carriage and Wagon Draughtsman, both of 147, Beaver Road, Ashford, in the
County of Kent do hereby declare the nature of this invention to be as follows:-
This invention has reference to improved apparatus whereby from either side
of a vehicle (and, if desired, by the use of one only of the operator's hands)
brakes can be applied or released, the operating lever being in an automatic
manner locked in the on and off" attitudes respectively.
16
"
66
There is, at each side of the vehicle, a brake-operating lever, to which there
is jointed a short lever of the first order (hereinafter, for distinction, termed a
"locking lever") having at its one end teeth or a tooth adapted to engage with
a curved rack fixed to the side of the vehicle.
The locking lever is slotted and mounted upon a shaft which extends across
the vehicle, is common to the locking levers of the two brake-operating levers,
and is able to rotate in holes or bearings formed for it in those levers.
Within the slot of each locking lever there is an arm or projection that extends
laterally from the transverse shaft so that if either locking lever be turned about
the axis of the said shaft. the shaft will be caused to move accordingly in a rotary
sense, and to impart a like movement to the other locking lever.
Also, within the slot of the locking lever, between the shaft about which it
turns and the locking teeth or tooth, there is arranged a spring which tends to
keep the locking lever in a position in which its teeth or tooth will be in engage-
ment with the corresponding fixed rack.
On the brake-operating lever there are faces or abutments (or a face or abut-
ment) against which a part or parts of the adjacent end of the locking lever
bears or hear, so that when the teeth or tooth of the locking lever are or is in
engagement with the rack, and the brake-operating lever is, for the time being,
locked in one or other of its attitudes, if now the outer end of the locking lever
be moved downward or upward to apply or take off the brakes, as the case may
be, a part or parts of the locking lever will bear against the projection or pro-
jections or abutment or abutments before mentioned, and in opposition to the
action of the spring, the teeth or tooth of the locking lever will be moved out
of engagement with the fixed rack and simultaneously there will be given to the
common transverse shaft a movement of partial rotation which will cause the
locking lever at the opposite side of the vehicle to also become disengaged from
its rack. As the movement of the locking lever in the same direction is con-
tinued. the brake-operating lever to which it is attached, as well as the corre-
sponding lever at the opposite side of the vehicle, will be caused to move down-
ward so as to apply the brake, or upward so as to take off the brake, as the
case may be.
Whatever movement is imparted upward or downward to the lock-

page_text: ing lever at one side is simultaneously imparted to the corresponding lever at
the opposite side of the vehicle.
In some cases, there may be holes or recesses in the fixed racks and corre
sponding round-headed studs or projections carried by the brake-operating levers
to aid in retaining the levers in the position to which they are moved, or the
heads or studs may be applied to the racks, the holes or recesses being formed
in the levers.
Sometimes we provide an arrangement for locking the levers in the "brakes
off" attitude, comprising elliptical or other collars or projections on the trans-
verse shaft, and fixed slots or recesses narrower at the entering parts, the arrange-
ment being such that in the angular position of the transverse shaft
which obtains when the teeth of the locking levers are out of engage-
ment with the racks, the collars or projections on the transverse
shaft will enter the fixed slots or recesses, and on the locking levers being
then released and the shaft making a partial rotation, the collars or projections
thereon will assume, within the larger parts of the slots or recesses, attitudes
in which they will be prevented from descending through the narrower portions
of the slots or recesses.
The details of construction may be more or less varied.
In some cases, in lieu of arranging the apparatus so that the brakes will be
applied and taken off by simple downward and upward movements of the levers,
we so arrange the apparatus that the locking of the levers at the respective sides
of the vehicle in the positions corresponding respectively to brakes on" and
"brakes off" can be effected by a lateral movement of either of the locking
levers, the putting on and taking off of the brakes being effected by downward
and upward movements respectively.
According to an arrangement for this purpose, instead of providing a trans-
verse shaft forming a pivot or hinge-pin common to both locking levers, we
arrange each locking lever to work about a vertical pin, and we connect the
outer arms of the locking levers located at the respective sides of the vehicle by
a transverse connecting rod so that lateral movement of the one will be imparted
to the other. The teeth of the locking levers are appropriately formed, as by
bevelling at one or both edges and some of the teeth of the racks may be cor-
respondingly shaped.
With such an arrangement, assuming the parts to be in the normal position
corresponding either to "brakes on or to "
brakes off if the outer arm of
one of the locking levers (which in this, as in the previous case, are usually
constructed to form handles) be moved outward in a lateral sense relatively to
the vehicle, the locking teeth of the two locking levers will be simultaneously
moved clear of their respective racks, then by a downward movement or an
upward movement, the brakes will be applied or taken off, as the case may be,
and if the handle by which this has been effected be then released, the springs
of the locking levers will, in an automatic manner, cause their teeth to become
again engaged wit.. their respective racks, thus locking the operating levers.
Sometimes, instead of using jointed locking levers we provide each brake-
operating lever with a plunger formed with a tooth or teeth, adapted to engage
with a fixed rack and normally kept in engagement therewith, by the action of
a spring, the form of the tooth or teeth being such that when the lever is
operated by hand so as to depress or raise it, the tooth or teeth of the plunger
will ride over the teeth of the rack.
In such an arrangement, holes or recesses and heads or studs are provided to
aid in retaining the brake-operating levers in their "on" and "off" positions.
101
P
1000

page_text: Improvements in Brake-operating Apparatus for Railway Wagons
and similar Vehicles.
We, CHARLES HERBERT COOKE, Foreman Coachmaker, and HERBERT Cooke,
Carriage and Wagon Draughtsman, both of 147, Beaver Road, Ashford, in the
County of Kent, 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 reference to improved apparatus whereby from either side
of a vehicle (and, if desired, by the use of one only of the operator's hands)
brakes can be applied or released the operating lever being in an automatic
manner locked in the on and offattitudes respectively.
"
"
In the accompanying illustrative drawings
Fig. is a side elevation, and Fig. 2 a plan of one arrangement of brake mech-
anism according to this invention.
Figs. 3 and 4 are detail views to an enlarged scale of parts of the mechanism.
The vehicle is provided at each side with a brake-operating lever I having a
slotted outer end 1" to which is jointed a short lever 2 of the first order (herein-
after, for distinction, termed a locking lever") having at one end teeth 3 or it
may be a tooth adapted to engage with a curved rack 4, that passes through the
slot in the brake-operating lever and, is fixed to the side of the vehicle, and at
the other end a handle for the use of the operator.
The locking lever 2 is slotted as shown at 5 (Fig. 3) and mounted upon a
shaft which extends across the vehicle, is common to the locking levers of the
two brake-operating levers 1. and is able to rotate in holes or bearings 7 formed
for it in the brake-operating levers.
Within the slot 5 of each locking lever 2 is an arm or projection 8 that
extends laterally from the transverse shaft 6 and fits a part of the slot 5 so
that if either locking lever 2 he turned about the axis of the shaft 6, the shaft
will be caused to move accordingly in a rotary sense, and to impart a like move-
ment to the other locking lever.
Also, within the slot 5 of each locking lever, between the shaft and the
locking teeth 3, is arranged a spring 9 (Figs. 3 and 4) which tends to keep the
locking lever 2 in a position in which its teeth 3 will be in engagement with
the corresponding fixed rack 4.
The brake-operating lever 1 is formed with faces or abutments 10 (or a face
or abutment) within the slotted outer end against which a part or parts 2ª of
the adjacent end of the locking lever 2 bear when its teeth are in engagement
with the rack 4, and the brake-operating lever 1 is, for the time being, locked
in one or other of its attitudes; if now the outer end of the locking lever 2 be
moved downward or upward to apply or take off the brakes, as the case may be,
the part or parts 2*, of the locking lever 2 will bear against the face or abut-
ment 10, or faces or abutments before mentioned, and continued movement of
the locking lever 2 will cause the teeth 3 of the locking lever 2 to be moved out
of engagement with the fixed rack 4 in opposition to the spring 9.
At the same
time as this operation takes place the transverse shaft 6 will be partially rotated
and cause the locking lever 2 at the opposite side of the vehicle to also become
disengaged from its rack. As the movement of the locking lever 2 in the same
direction is continued, the brake-operating lever 1 to which it is attached, as
well as the corresponding lever at the opposite side of the vehicle, will be caused

page_text: to move downward so as to apply the brake, or upward so as to take off the brake,
as the case may be. Whatever movement is imparted either upward or downward
to the locking lever at one side is simultaneously imparted to the corresponding
lever at the opposite side of the vehicle.
Figs. 5, 6, and 7 are respectively a side elevation, plan and cross section of a
modified construction of locking-lever arrangement in which the rack 4 has
teeth formed on its side which are adapted to engage with projections 10 on a
strap 11 secured to the fork end of the brake-operating lever. The side of the
rack 4 that is adjacent to the tooth 3 on the locking-lever 2 is recessed so that
"when the tooth 3 is in its outermost position, it will engage with the recessed
portion of the rack and hold the same in close contact with the projection 10,
but, when the tooth 3 is moved out of the recessed portion of the rack in oppo-
sition to the spring 9 the rack or the lever 1 can, owing to its elasticity, move
so as to permit their teeth to come out of engagement, and allow the brake-
operating lever to be moved up or down to take off or apply the brake.
shows in
Fig. 8 is a side elevation of a portion of the curved rack: Fig.
front and side elevation a cap for retaining the locking-lever in position on the
shaft 6; and Fig. 10 shows a seating for the spring 9 which bears upon the
shaft 6.
Figs. 11 and 12 show in detail an arrangement of apparatus for locking the
levers in the "brake-off" attitude. The arrangement comprises projections 13
formed on the transverse shaft 6, and slots or recesses 14, formed in plates or
bars 14 fixed to the vehicle, and narrower at the entering parts than at the
top, (Fig. 11), the arrangement being such that in the angular position of the
transverse shaft 6, which obtains when the teeth 3 of the locking-levers 2 are
out of engagement with the racks 4, the projections 13 and the transverse shaft G
are capable of entering the slots or recesses, 14, and being moved up until they
occupy the enlarged upper ends of the slots or recesses; on the locking-levers 2
heing then released and the shaft 6 making a partial rotation, the projections 133
thercon will assume attitudes in which they will be prevented from descending
through the narrower portions of the slots or recesses.
In some cases, in lieu of arranging the apparatus so that the brakes will be
applied and taken off by simple downward and upward movement of the levers,
the apparatus is so arranged that the locking of the levers at the respective sides
"and
of the vehicle in the positions corresponding respectively to "brakes on
"brakes off" can be effected by a lateral movement of either of the locking
levers, the putting on and taking off of the brakes being effected by downward
and upward movements respectively.
Figs. 13 and 14 are a side elevation and plan respectively of an arrangement
for this purpose, wherein, instead of providing a transverse shaft forming a pivot
or hinge-pin common to both locking levers 2, each locking lever is arranged to
work about a vertical pin 15; 16 is a transverse rod connecting the locking levers
located at the respective sides of the vehicle in suchwise that lateral movement of
one locking lever towards or away from the rack will impart a corresponding
movement to the other. The teeth 3 of the locking levers 2 are appropriately
formed so as to facilitate engagement with the rack teeth: for instance by
bevelling at one or both edges and the teeth of the racks 4 may be correspondingly
shaped.
"
With such an arrangement, assuming the parts to be in the normal position
corresponding either to "brakes on or
"brakes off" if the outer arm of the
one of the locking levers 2 (which in this are usually constructed to form handles
whilst the inner arms are formed with teeth to engage the racks, as in the pre-
vious arrangement) be moved outward in a lateral sense relatively to the vehicle,
the locking teeth 3 of the two locking levers 2 will be simultaneously moved
clear of their respective racks 4, then by a downward movement or an upward
movement, tne brakes will be applied or taken off, as the case may be, and if the
handle by which this has been effected be then released, the springs 9 which

page_text: an automatic manner cause
may be arranged in various ways will in
the tooth ΟΙ teeth of the locking levers to become again engaged with
their respective racks 4 thus locking the brake-operating levers.
arrangements the springs may be dispensed with.
In some
Figs. 15 to 29 are detail views shewing various arrangements of apparatus for
locking the brakes on" or off" by a lateral movement of either locking lever.
In Figs. 15-17 the end of the lever 1 is slotted to receive the locking lever 2,
the rack 4 passing through the slot and being provided with bevel edged teeth.
18 is a stud that passes through holes in the arms of the lever 1 and a slot
in the lever 2 and prevents too great a lateral movement of the latter. 19 is
a projection on the lever 2 adapted to engage with another projection or hook 20
on the side of the vehicle when it is desired to hold the levers 2 in the "off."
position. In the example, a single tooth 3 is shown; it is separable from the
lever 2, being riveted thereto, so as to enable it to be readily renewed. The
lever 2 carries a spring pressed stud 2ª with rounded head which is adapted to
enter a recess in the lever and so tend to retain the teeth 3 in engagement
with the rack. Fig. 18-20 shew another arrangement in which the rack 4 is
formed with teeth on a portion of its inner side, the teeth on the locking levers
being correspondingly placed.
Figs. 21-23 shew an arrangement in which in place of a tooth the lever 2 is
provided with a pointed stud 3 adapted to enter holes in a bar 4, the holes being
enlarged at the inner ends.
Figs. 24-26 show another arrangement in which the spring 9 is shown press-
ing against the stop 18 so as to give the locking levers 2 a self engaging action
when the levers 1 are released.
Figs. 27-29 shew another arrangement wherein the rack is formed with teeth
or projections having roughened surfaces b as shown the tooth 3 of the locking
arm being similarly formed except that the upper edges of the teeth « are
bevelled or rounded. A spring 9 normally forces the locking lever towards the
rack and the arrangement is such that the brake operating levers 1 may be
depressed without previously unlocking them by means of the levers 2 and that
should the tooth 3 come opposite one of the teeth it will engage with its
reughened surface and thus prevent the release of the brakes. In some cases
the rack may be formed without recesses c or teeth a but merely with a roughened
surface with which the tooth 3 will then engage.
;
Figs. 30, and 31 show an arrangement wherein each brake-operating lever 1
is provided with a plunger 24 formed with a tooth or teeth 25 adapted to engage
with the fixed rack 4 and normally kept in engagement therewith by the action
of a spring 9", the form of the tooth or teeth being such that when the lever
is operated by hand so as to depress or raise it, the tooth or teeth of the plunger
will ride over the teeth of the rack.
In such an arrangement, holes or recesses and heads or studs may be pro-
vided to aid in retaining the brake operating levers in their "on and "off,"
positions. In some cases, a locking lever 2 may be employed its action being
such as to lock the plunger 2 in engagement with the rack in the example the
lever 2 is shown in the position it occupies when the plunger is locked by it.
Figs. 32 and 33 shew in side elevation and plan respectively a modified
arrangement in which only one laterally movable locking lever 2 and
one rack 4 are employed: the locking lever 2 being connected
with an ordinary brake lever 22 at the opposite side of the vehicle by a trans-
verse connecting rod 16, so that lateral movement of either the lever 22 or of the
locking lever 2 will free both brake levers and allow them to be operated.
Figs. 34 is a plan and Fig. 35 a detail view of a further modified arrangement
in which a laterally movable locking lever 2 is made in the form of a lever of
the first order, is unprovided with a locking tooth or teeth, and is pivoted at
its fulcrum to a brake operating lever that works in guides 21 on the side of
the vehicle; the other arm of the lever 2 is connected at one end to an ordinary

page_text: brake operating lever 22 on the other side of the vehicle by a transverse con-
necting rod 16 (Fig. 85); in this arrangement only the lever 22 is provided with
teeth which engage with a rack 23. On moving laterally outwards either the
lever 22 or the lever 2, the lever 22 will be released from its rack and the levers 1
and 22 be freed.
As will be observed in all the arrangements hereinbefore described the fulcrum
of the locking lever 2, is situated further from the fulcrum of the
lever to which it is attached, than is the rack 4, by which arrangement
the said rack may be arranged as hereinbefore described so as to serve as a guide
whereby the brake operating lever is steadied laterally. Moreover, the usual
racks with guides, which project considerably and are very liable to be damaged
are dispensed with, and in our arrangements no portion projects much beyond
the headstock of the waggon; the lever handle lies in the same vertical plane
when the brakes are locked in the
on position and when the lever is on the
rest.
"
23
We are aware that it has previously been proposed to provide railway vehicles
with a pair of brake operating levers each made in two parts jointed together
and with the outer part of each connected to the outer part of the other so that
the brakes may be operated from either side of the vehicle and we make no claim
to such a construction broadly.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed we declare that what
we claim is:-
1. Hand operated brake mechanism for railway waggons and similar vehicles
whereby the brakes can be applied or released from either side of the vehicle,
wherein brake operating levers have pivoted to them locking levers adapted to
be moved about their pivots and to thereby cause the engagement or disengage-
ment of the brake levers from a rack or racks fixed to the vehicle, the arrange-
ment being such that the fulcrum of each locking lever is on the same side of
the fulcrum of its brake operating lever as the rack but is further therefrom,
substantially as described.
2. Brake operating apparatus for railway wagons and similar vehicles whereby
the brakes can be applied or released from either side of the vehicle, constructed,
arranged and operating substantially as described with reference to and illustrated
in Figs. 1 to 4 inclusive; in Figs. 5, 6 and 7; in Figs. 13 to 17 inclusive; in
Figs. 18, 19, and 20; in Figs. 21, 22, and 23; in Figs. 24, 25 and 26; in
Figs. 27, 28 and 29; in Figs. 30 and 31; in Figs. 32 and 33; and in Figs. 34
and 35 respectively of the accompanying drawings.
3. Apparatus of the kind described with reference to and shown in Figs. 1
to 4 or in Figs. 5, 6 and 7 of the drawings annexed, provided with the means
for retaining the brake levers in the "brake-off" attituile, described with refer-
ence to and shown in Figs. 11 and 12 of the drawings annexed.
Dated this 10th day of July 1900
Dated this 10th day of July 1900.
For the Applicants,
W. LLOYD WISE,
46, Lincoln's Inn Fields, London, W.C., Chartered Patent Agent.