Improvements in Railways and their Brakes with the Means of Actuating the Latter.
Year: 1890

page_text: Date of Application, 17th Dec., 1890
Complete Specification Left, 16th June, 1891-Accepted, 5th Sept., 1891
PROVISIONAL SPECIFICATION.
Improvements in Railways and their Brakes with the Means of
Actuating the Latter.
ROBERT COOKE SAYER 11 Clyde Road, Redland, Bristol Civil Engineer do
hereby declare the nature of this invention to be as follows :-
1st. Simultaneously putting the brakes in operation, whether on a single vehicle
or a train.
2nd. To apply the brakes by means of the motion of the vehicle, and with a
rapidity, and power, proportionate to the speed and power of the vehicle, either
greater or less.
3rd. To obtain the desired ends without other than the haulage couplings
between the vehicles of a train, and to enable the application of the brakes by
officials not on the train.
4th. That in the case of the accidental severance or severances of the vehicles,
the brakes throughout the whole shall be put on.
5th. That the brakes of a whole train may be put on by the engine driver, or
either of the guards, but the concurrence of all is required to take them off; and
that a traveller may put on all the brakes if so arranged, or only that of the
vehicle he is in.
6th. That the brakes shall be worked upon single vehicles when desired for
shunting, by levers placed at either or all of its angles.
7th. That in case of the desired speed of a vehicle being exceeded the brakes
shall be automatically applied, until an official takes them off: or they shall be
similarly taken off when the desired speed is attained.
8th. Adapting the permanent way to the requirements of the above.
For these purposes in the case of rapid vehicles, electro magnets are used to put
the brakes in operation in other cases they are applied by hand.
They are constructed as follows, sce drawing which at Figs. 1 and 2 in trans-
verse views, show it when the brakes are applied more rapidly than the motion
of the axle will admit, or when the axle does not give room, or is stationary,
and where A is a drum carrying a spiral feather A², ribs A³, and cams A',
fixed upon the axle B, and able to slide upon it, A. reaches to A³, and carries
a pinion C that is rotated and fixed laterally by the guard toothed wheel D
which is fixed upon the axle of the vehicle: C gives motion to A when con-
venient other gearing is to be used. A has attached to it and upon B, but
prevented from rotation, the collars F and between them friction balls Fi are
arranged: B also carries the collars F³, and it is supported by the bearings G:
F and F carry the wheels F: between each pair of F, the plane wedges H
are supported by the studs H and short arm J2 of the looped lever J: the
upper end of J, J is a single arm as shown. A lever K works the brakes by
means of cranks at the end and rods as usual: it has a stud K', and the
hooked arms L attached. K rests upon the short arm of a weighted lever, the
weight of which forms the armature of an electro magnet.
:
A flexible air chamber is provided and connected by links, one of which is shown
at M³, Fig. 2, to the levers I, one to each L, and the hooks of L pass over the
ends of the latter to draw them back, and thus whichever way K is moved the air
chamber is compressed a plate attached to the compressible part of the air-
chamber forms the armature for a second electro magnet: M' carries the pins M
so that when it travels in the direction of the arrow head it works the levers M"
that move in opposite directions. M have linked slides N attached. N have two
horns N' and N at its head. N³ works in the slide guide N': N' thrusts J³ into

page_text: its diagonal position as M move back and pass on, when clear J rises again:
P are hinged inclines to rise: the magnets are in one circuit and receive their
currents in the case of single vehicles, from electric cables laid underground in
suitable slotted channels, pairs of wheels, one behind the other, flanged, and
having insulated peripheral cables are carried by the vehicles and rotated by gearing
from the axle of the vehicles and forced up against the cables.
In the case of trains they are divided electrically into sections, the engine in
front and brake vans intermediate, and at the end, receive their current similar to
the above, and the other vehicles receive theirs from them through another pair
"of similar cables, or one other and make use of the return of the above: the
engine and brake vans are separately connected, by similar wheels, to the two
sets of cables, the wheels where rails obstruct at crossings are guided up and pass
over, and down to the cable again, sparking being prevented by the pairs of wheels
bridging the obstruction. In the case of street cars the grooves in which- the
flanges of the car wheels run are used through which to connect the wheels with
the cars, the rails being a single Tresting upon and bolted to one side of the
channel.in which the wheels run, and part of this side is discontinued,.forming an
aperture at the rail joints, so as to provide for a suspended fish-joint and through
which to enable the cables to be fixed, or changed, the apertures are stopped in
by a wooden or other suitable block at the street level, and similar smaller ones at
the rail bolts one channel at crossings is discontinued, the rail being carried on
the back of the other just before the wheels meet the obstruction, in the case
of the stopped 'channel, a latch is released that holds down a flap ortdoor, at the
surface of the street and enables the advance wheel to open the door, and simul-
taneously, by a connecting lever, a second door the other side, so that the wheels
leave the cable and groove, the current being continued below, opens the doors,
crosses the obstruction and-is-guided down under and to the cable again the
advance wheel-meets-the-cable-the-other side before the last leaves-it; and thus
prevents sparking as above the doors automatically fall, and relock themselves::=
at switches the wheels-are guided from the one to the other direction by guides-
dipping the wheels under, so that their flanges may clear the cable and rise to the
other...
:
The working is as follows for a train of vehicles-The electric current is sent
at the will of the operator-of-the-generating station, or other, to the engine and
nguards vans, they have means, by a switch, for short circuiting, or cutting out-the-
part of the train behind them, and the latter also can take oth the brakes of their
section in front, by sending the current received to each-vehicle, and also the
engine or guards van, as the case may be, at the front end of their section through
the second cables, so that should either of the guards see danger, he cuts out the
current from his section and those behind and puts all his brakes on, and as the
nextguards brake in front goes on it actuates a switch and cuts out his vehicles
and puts his brakes on, and similarly throughout the train.
To put on the brakes, the current.is stopped, for a time limited by the action of
a lever worked by K not shown, Kis released by the lever attached to its magnet
and falls to K³, the lever returns: A2 thrusts K to the right or left, into the
groove between A, and A³and the brakes are on:: I draws over M,compresses
the air-chamber and thrusts the armature against the second magnet which retains
it Amcets L raises its hook from M, and a rod worked by the air chamber
allows it to draw back M sufficiently to free it from L'as K advances to A³.the
thrust of A is taken by F, F, H, Fand G.
To take off (the brakes: the current is broken, the second magnet releases its
armature, and the air chamber 'reverses the above actions, first the-motion-thrusts
back Mand.N meeting Jraises H by J, F revolve upon H.: F. being free
allows A to be drawn over then Mhaving met M, Fig. 2, they are thrust over
and Kalso, which rising upon Pto K falls to Kand rests upon the lever-carrying
the armature of the first magnet which has been attracted by it.: A being freed
from K is returned by Has shown and H.rests upon ready to actíagain.

page_text: That the brakes may be applied when one or more vehicle hauling coupling
breaks, the draw bar link actuates a rod that works an electric switch, so that its
fracture, loss, or hanging vertical short circuits, or cuts out, the vehicles in front
of its section, and throughout the train as above described, and puts on the brakes,
but when suspended between vehicles, either as tight or loose couplings the current
passes through the sections.
That passengers may put on the brakes of a train, or that of only their vehicle:
in the former case, switches are provided that shall cut out the whole train as
above: but in the latter case the switches only break the current of the vehicle,
while that in the cable passes on to the other vehicles.
The brakes are put on and off when shunting in a similar way to the last :
switches being fixed at the sides of the vehicles and worked by hand.
The speed of vehicles is regulated by a governor of known construction working
an electric switch when a predetermined speed is attained, that breaks the current,
and is fixed by a catch, and so keeps on the brakes: or if required when the speed
is reduced remakes the current and takes the brakes off.
For light vehicles or other objects where hand-power is sufficient: the featlier A'
forms part of the axle, K is thrust down and drawn back by hand by means of a
connecting lever.
Dated this 15th day of December 1890.
ROBERT COOKE SAYER.
GUMI LEIE SPECIFICATION.
Improvements in Railways and their Brakes with the Means of
1
Actuating the Latter.
ROBERT COOKE SAYER 11 Clyde Road, Redland, Bristol Civil Engineer, 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:—
The object of this Patent is to secure
1st. Instantaneously putting the brakes in operation, on a single or train of
vehicles.
2nd. To apply the brakes by the motion of the vehicles, with a rapidity and
power greater or less than and proportioned to the speed and weight of the
vehicles.
3rd. To obtain the desired ends without other than the haulage couplings between
the vehicles.
4th. That in case of one or more haulage couplings parting, all the brakes
throughout all divided portions of the train shall be put on.
5th. That all the brakes of a train may be put on by the driver, or either guard
but the concurrence of all is required to take them off: and that a traveller may
do so if so arranged, or only that of the vehicle he is in.
6th. That the brakes shall be worked upon single vehicles for shunting by
plungers placed at either or all of its sides or angles.
For these purposes in the case of trains of vehicles electro magnets are used to
put the brakes in operation in other cases they are applied by hand. They are
constructed as follows see drawings Sheets 1 and 2 where Figs. 1. 4 and 6 in
transverse sections: 2.5 and 7 in plan: 3 and 8 in longitudinal section; shew the
means by which the objects are attained when the brakes are to be applied more
rapidly than the motion of the axle will admit or it is most convenient: other-
wise a drum A is fixed upon the axle E of the vehicle: Figs. 7 and 8 show the
drum A applied to a three pair wheeled railway vehicle, actuated by a pitch chain
driven by E; the other figs. show the drum A as driven by toothed wheels and
where A is the drum which carries a spiral feather or groove A³, ribs A' and
cams A', fixed upon the axle B and able to slide upon it. The drum A reaches

page_text: :
:
to A, and carries a pinion C that is rotated and fixed laterally, by a guard toothed
wheel D, which is fixed upon the axle. E of the vehicle: The pinion C gives
motion to the drum A: A has attached to it and upon the axle B, but prevented
from rotation the collars F and between them friction balls F are arranged.:
The axle B also carries the collars F3 and B is supported at G F and F carry
the wheels F: between each pair of F, the plane wedges Hspanning B are
supported by the studs H³, and short arms J, of the looped lever J: the upper
end of J, Jis as single arm a lever K-works the brake blocks by means of
cranks K at the end, and rods W as usual, Figs. 7 and 8: K has a stud K and
the hooked arms L'are attached to K: K rests upon the short arm O of a lever O
whose weight O forms the armature for an electro magnet Q.
A compressible chamber M containing compressed air is fixed as shown and
connected by the links M and M³ to the levers M and M, and the end hooks of L
pass over the ends of the latter to draw them back as dotted: the guide rods M®
of M carry, the rod and plate M8 and M': M' carries springs M and M forms
the armature for an electro magnet Q: M³ carries two pins M10 so that when it
is thrust over, they meet and work the levers M", that move in opposite directions
Fig. 6. M and M have linked slides Nattached: N-have two horns N and No
at its head, N works in the slide guide N: N thrusts J into its diagonal
position, as M and M' move back and pass on: P are hinged inclines that are
raised by K when passing below then; but fall again: Y and X Figs. 7 and 8 are
two electric cables running the length of the section of railway, and connected to
the vehicles by known means, the current enters at A. A and leaves at Z, and
normally passes through Q and Q and keeps off the brakes by attracting O³ and
supporting K the engine and guards vans are provided with an electric switch S
like Shaving an intermediate contact piece S S. in communication with X, so
that as S passes from the full to its dotted position, when S S is reached-the-train
is short circuited, all-Q drop-their O and when S reaches the dotted position the
circuit through-and-being-made-good Qattracts M thus if either of the
guardstor driver-see-danger,-hezcan put on the brakes of the whole train, but to
take them off all must agree. Passenger vehicles, one of which is shown, in part,
at Figs. 7 and 8, are provided with an electric switch R to brake contact, this does
not short circuit the train, and only takes its own brakes off if it is desired for
them to do so, they are provided with S' instead.
For all the brakes-of-a-train-to-be put on when a haulage coupling brakes, each
coupling is connected to a switch S, so that upon the fracture-or-loss-of_the_
-coupling the switch is drawn over, acts as explained, and all parts of the train,
however many, have their brakes put on. The vehicles-have their brakes worked
when shunting in the same way, by having switches R³, same as R, at both sides
of them, and worked by a plunger.
The working of a train, is as follows:-The electric current is normally received
at A A, passes through S, R, R², S³, R³, Q, Q and Z and keeps Os attracted
by Q and supports K and so keeps the brakes off Figs. 1. 2. 3.
To put the brakes on throughout the train the current is broken by S or S³
and remade, Qreleases Q3, K falls upon A, O is returned by O³ to Q: A as it
revolves thrusts K to the right or left, into the groove between A² and A',
-carrying L, M and Ms with it, and thus by M2 and Me compresses M, thrusts- M
against Q which retains it: A meets L, when I reaches A³, and raises its hook
from M or M, and M' allows M to draw back Ms from M' sufficient for L's hook
to clear M, M remains attracted by Q2 as dotted: as K advances to A' the
thrust of A is taken by F, F, H, F and G, and the brakes are put on by Ke
actuating the usual brake rods and levers W Figs. 7 and 8.
To take off the brakes throughout the train :-S or S2 is returned to its full line
position the current is broken and remade: the magnet Q releases the plate M
and the power stored up in M reverses the above actions: first the motion thrusts
back the levers M and Ms and the horn Nº meeting raises the wedge Hby
the lower arm J, until the wedge part reaches F. The lever K is driven over so

page_text: upon
B
as to bring it to a central position, by M10 meeting M" Fig. 6, and it carries A
with it: A still further raises H and gives itself room the part of A
under C slides upon B, C remains and retains its connection: K rises upon P
to K and falls to K and rests upon 03, 03 having been reattracted by Q: A being
freed from K is returned to its central position by H assisted by the springs H³,
and H rests again upon J' ready to act again.
For a passenger to put on the brakes of his vehicle or porters when shunting,
R or R' are put to the dotted position, this brakes and remakes contact: acts
the same as before, but only affects the one vehicle, the train not being short
circuited.
For light vehicles where hand power is sufficient: the feather A' forms part of
the axle and K is thrust down and drawn back by hand.
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
1st. The combination of electricity and mechanism, whereby an electric current
is received from cables running the length of a section of the railway, by the
vehicles, passes to two electric magnets and keeps the brakes off by attracting
one of their armatures, and operate the brakes when the current is stopped and
remade and so that drivers and guards may cut out the current from the
train and put on the brakes of the whole train, by means of a lever upon each
vehicle being released by one magnet and then actuated by a spiral feather or
groove upon a drum, that receives motion directly or indirectly from an axle
of the vehicle: the actions of which also compress an elastic chamber of com-
pressed air, and stores up power, by which the actions are reversed: together
with the connecting parts by which the return of the lever is allowed, by double
plane wedges that have taken the thrust of the drum, being raised, and so
making room for it: and when the lever has been moved out of the way by
being raised upon hinged inclines and returned to its central position and thus
freed the druin, it is also returned, by the reverse movement of the wedges
substantially as described.
2nd. That should the fracture of one or more of the haulage couplings, take
place the means provided causes the brakes throughout the train and all its
parts to be automatically applied without any special coupling existing between
the vehicles, by means of the position or absence of the haulage coupling
actuating an electric switch substantially as described.
3rd. That such means enables the brakes to be similarly worked when shunting
as when running, by means of electric switches fixed at the sides of the vehicles
and worked by hand substantially as described.
4th. That the means provided enables passengers to either put on all the brakes
of a train, or that of his own vehicle only, by actuating an electric switch substan-
tially as described.
5th. Applying and relieving the brakes upon light vehicles by means of a spiral
feather or groove forming part of the axle of the vehicle, and working the main
lever with hand power substantially as described.
Dated this 15th day of June 1801
ROBT. COOKE SAYER.