Improvements in Brake Apparatus:
Year: 1890

page_text: Date of Application; 24th Oct., 1890
Complete Specification Left, 3rd July, 1891-Accepted, 8th Aug., 1891
PROVISIONAL SPECIFICATION..
Improvements in Brake Apparatus:
:
I, ALEXANDER BIEDERMANN of Parsch, near Salzburg, Austrian Empire,
Engineer, do hereby declare the nature of this invention to be as follows:-
This invention relates to brake apparatus by means of which the rotation of .axlès
of vehicles, shafting of machinery and the like can be quickly arrested; the opera-
tion of the brake apparatus being capable of being effected by hand or automatically,
with constant increase of its action.
The invention consists in the arrangement of a brake disc or toothed wheel on the
axle-or shaft to be braked, or on a secondary shaft connected to such axle or shaft,
the brake disc or toothed wheel being provided' on both sides with female cones, in
which engage axially movable male cones connected with a point of support, upon
which male cones, by the rotation of the brake disc or toothed wheel, screws, screw
nuts, or wedge surfaces capable of rotation and bearing upon the axle. or shaft, act
in such a manner as to producé a pressure that tends to arrest the movement of the
axle or shaft.
it:
The brake may either rotate with the axle or shaft, or be mounted loosely on
In the latter case, the brake disc is caused to rotate by means of its periphery,
which is formed with a ring of teeth, and engages with a rack either continuously or
on being brought into engagement with it when the brake is to operate; and the
male cones bear on the axle of the running wheel.
:
The annexed drawings illustrate by way of example. several arrangements of
brake apparatus according to my invention.
Figs. 1 and 2 are respectively a side elevation and a plan and partial section of my
improved brake used as a safety brake on a rack railway.
In Fig. 2 one male cone is shown in engagement, and the other out of engage-
ment with the brake disc.,
Figs. 3 and 4 shew respectively in side elevation and in plan and partial section
my improved brake used as a hand brake for a rack railway; in this arrangement
the brake wheel is constantly in gear with the rack, the 'braking action being
increased automatically by transmission of power.
Figs. 5, 6 and 7, are respectively a side elevation, a plan, and an end elevation of
an arrangement in which the brake comes into operation automatically; and the
brake wheel is in constant engagement with the rack of the railway track.
*Fig. 8 is a side elevation of the underframing of a car, for cable ways and hoists
or lifts, provided with a brake which comes automatically into operation on the
rupture of the cable or rope.
t
Fig. 9.is a side elevation of a modified arrangement of hand-brake.
Fig. 10 illustrates in plan, the application of my improved brake to shafting...
Figs. 11 and 12 are sidé élevations of a 'locomotive for rack railways, provided
with an automatic hand and safety brake.
Fig. 13-illustrates to a larger scale méchanism employed in the locomotive shown
in Fig. 12, by means of which the safety-brake will be automatically put in opera-
tion on the rupture of the driving shaft of the locomotive.
Figs. 14, 15 and 16 are detail views.
Figs. 17, 18 and 19. illustrate modifications hereinafter more particularly
referred to.
As will be seen from Figs. 1-10, a brake according to my invention comprises a
brake disc or toothed wheel A the flat sides of which are formed or provided with
female cones a (Fig. 2), in which, when the brake is to act, there engage male
cones B, that are capable of movement on the boss a' of the brake disc A.

page_text: The cones B are by means of arms b, arranged so as to be capable of movement
on a shaft (in Figs. 1 and 2, this shaft is the wheel axle), or (as in Fig. 10) are
mounted in a support 62 in such a manner that their rotation is entirely prevented,
or as in Fig. 3, is rendered possible to a desired extent.
In braking automatically, the mutual approach and the gradually increasing
pressing of the cones B against the cones a, on the rotation of the brake disc A,
is effected either as shown in Fig. 2, by means of screws a², arranged in such
a manner as not to be able to rotate, and which engage in the ends of the boss a¹
of the brake disc, or, as shown in Fig. 6, by means of nuts a³, provided with right
and left handed screw threads, and which are mounted on the ends of the boss of
the brake disc and are held in a fixed position when required.
In braking by hand the screw threads are replaced, as shewn in Figs. 3 and 4,
by sleeves C capable of movement on the boss of the male cones, and furnished with
wedge surfaces c, that act against corresponding tooth-like wedge-surfaces c¹ on the
bosses of the male cones.
By pulling the levers c², the sleeves C are caused to rotate, and whilst the latter
bear against the collars & fixed on the boss a', the cones B are pressed against the
brake wheel A.
To render the pressure between the pressing surfaces elastic, rubber rings e are
arranged between the sleeves a¹ of the screws a² and the male cones in the arrange-
ment illustrated in Fig. 2, or between the nuts a³ and the male cones in Fig. 6, or
between the sleeves C and the supporting surfaces of the collars d, Fig. 4.
In the modes of employment as already stated Figs. 1 and 2, illustrate the use of
my improved brake apparatus as a safety brake in a locomotive for rack railways.
In the usual systems of mountain railway locomotives the braking during the
descent is effected principally by means of an air brake which acts through the
crank rods upon the driving axle ƒ (Figs. 11 and 12), and of a band brake the brake
discs of which are keyed on both ends of the axle f. Should either the driving
axle for the axle f¹ (by means of which the motion is transmitted to the driving
wheel that engages with the rack), break, the two brakes referred to become
useless. When brake apparatus according to this invention is employed in a
rack railway locomotive, it is preferable to arrange the cones B with their arms b
on the rear trailing axle 1 (Figs. 1, 2, 11 and 12) so that the cones B form as
it were, the bearing for the axle a¹ of the brake wheel A.
The axle or boss a¹ of the brake wheel receives the screws a², of which one is
left handed, and the other right handed. The heads of the screws are held by
adjustable bearings h, whereby their rotation is prevented.
The lugs of the cones B are connected by links with the arms of a
shaft which is arranged so as to be capable of rotary movement between the
locomotive frame E above the brake wheel A. (Figs. 1 and 12.)
By means of an arm 3 (Fig. 12) keyed on the shaft i and bearing on an arm j
of a lever j', the entire brake apparatus is held suspended on the locomotive
above the rack D. If during the descent of the locomotive, the lever j¹ be moved
to the right (see Fig. 12), the arm will slide down from the arm j, and the
brake wheel A will fall into the rack, and be caused to rotate, and will run
loosely until by screwing in the screws a², it presses the cones B gradually
against itself, and thus rapidly brings the train to rest.
In order to prevent rupture of the screws a² by too powerful action of the
brake, the bearings h of the screw heads are arranged in such a
manner that
when a pressure determined by the amount of the pressure of the cones B
against the brake disc, is reached, and if the latter has not been completely
arrested, the screws will move out of the bearings (see Fig. 2 at top) and will
also rotate as well.
In order to automatically apply the brake, in case of rupture of one or both
driving axles ff', (Fig. 12) there are provided, on a standard or cross piece F
(Fig. 13) mounted on the frame E of the locomotive, two slides k (Figs. 12
and 13) whose hook-like ends k¹ bear against the axles f, f' without however

page_text: pressing considerably upon them. The slides k are caused to approach one another
by a strong spring 12, and between them is clamped a bolt connected to a bent
lever against which bears the lower end of a lever 12. The latter is connected by
a rod with the arm of the lever j' (Fig. 12). The lever 3 which bears on the
armi, and which carries the whole weight of the brake apparatus, has a tendency
to move the lever j¹ to the left, but this movement is prevented by the resistance of
the clamped bolt 1.
Should one of the two axles (for f¹) break, one of the two slides k will be pushed
aside by the deviation of the broken axle, and the bolt / will become free, whereupon
the brake will be set in operation by the fall of the lever ³, and the lever j will be
moved to the left.
A wire or cord 3 (Fig. 12) leading from the lever j¹ to the last car enables the
brake to be set in operation by the attendants on the train or by the passengers.
To enable the brake apparatus to be set in operation by hand by disengagement
of the holt Fig. 13, the front slide k is connected with a lever k³, Fig. 16, on the
axis of which there is mounted a two-armed lever . One end of the lever k³ is
connected by a rod k with a lever which, similar to the one jl in Fig. 12, is capable
of rotation on the frame E, but is without connection with the lever j,, whilst to
the other end of the lever k is attached a wire or cord 7 leading to the train,
so that the slide k can be disengaged by a pull on the lever ³, whereupon the
mechanism to which the brake apparatus is suspended, comes into operation, as
already described.
As will be readily seen on reference to Fig. 14 the brake wheel A can be made
so small that its axle is situated under the middle of the trailing axle 6'; this is
advantageous because the weight is greatly diminished, and the arms of the
cones B are very much shortened.
The teeth of the brake wheel A are made conical at the sides of the heads
(Figs. 2 and 4), whereby secure engagement of the wheel with the teeth of the
rack D, can be ensured even in acute curves.
In the arrangement shewn in Fig. 8, for automatically putting the brake into
gear with the rack D in rope ways, the cones B are provided above their point of
suspension on the axle with arms 64 connected with the draw hook m in
which the rope is hooked; the brake apparatus is kept raised by the pull of
the rope.
Should the rope break, the brake wheel A will fall into gear, and the brake
apparatus come into operation.
If the wheel A is in constant engagement with the rack D (Figs. 5, 6 and 7), the
whole brake apparatus rotates when the train is travelling with the exception of
the cones B. The axle a' upon which the axle a', (which in such a case is hollow),
of the brake wheel A is mounted, may be an idly rotating axle on which are the
non-driving or running wheels, or it may be a separate shaft mounted in the under-
framing of the locomotive or other vehicle.
The brake can if desired be caused to act in an automatic manner on the breakage
of an axle of the locomotive, or of the draw rope, by opposing to the arms of the
nuts a an obstacle by which they will be prevented from sharing the rotation of
the wheel A. As will be seen on reference to Fig. 5, this obstacle is preferably
constituted by pawls n mounted on the shaft that serves for the suspension of the
cones B, or on a separate shaft b', and held in a position such that the arms of the
nuts a can pass by without impediment. The pawls n are preferably held in
position out of gear, in the case of vehicles for rope ways and hoists or lifts
(Fig. 5) by connecting the rod m' for the draw rope, or, in the case of locomotives,
the rod 3 (Fig. 12), with a lever n' (Fig. 5) mounted on the shaft , by means of
which lever the shaft is rotated only to an extent proper for the correct position
of the pawls. If the pull on the lever n' ceases from any cause, weighted levers o
mounted on the shaft, come into operation, and cause the pawls n' to enter into gear,
by bearing against the fixed supports p, and constituting an impediment to the rotation
a

page_text: of the arms of the nuts a³, whereby the nuts are screwed up on the boss a¹ against
the cones B only until the brake wheel no longer rotates. In this case also the
action of the brake is increased only to a certain extent, because the arms of the
nuts a³ on screwing in, move away from the pawls n, until they are able to move
again past the same.
It is obvious that the disengaging gear of the pawls may be combined with the
arrangement of levers illustrated in Fig. 12, and the brake apparatus be also put
into operation by hand.
In order that during the constant rotation of the brake wheel when not braked,
no pressure shall be exerted upon the cones B by the rubber ring e (Figs. 6 and 7)
that bear against the rings at which are mounted so as to be only capable of shifting,
the rings a are furnished with arms carrying screws a which project through
slots in the arms of the nuts a³. In the normal position of the pawl n, the ring a
is held tight against the rubber ring e, whilst, when the arms of the nut a³ strike
against the pawls, the screws a pass out of the slots of the arms of the nuts.
This arrangement is however not absolutely necessary, and the rings a' may be
employed without it.
these screws.
In order to ensure the constant engagement of the brake wheel with the rack, in
the arrangement illustrated in Figs. 1 and 2, the arms in which the screws a² have
their bearing, may be dispensed with, so that the brake wheel is able to rotate with
In order that the brake apparatus may be capable of being set in
operation by hand or automatically, either mechanism similar to that illustrated
in Fig. 5, is employed by means of which the screws are held stationary in case of
need, or the heads of the screws are made conical, and counter cones are pressed
against the same by means of a suitable setting device.
For shafts (G, Fig. 10) the arrangement is similar to that described with
reference to Figs. 5-7, but the brake wheel or disc A is keyed fast on the shaft G,
and the weighted lever o must be provided with a suitable arresting device which
can be thrown out of gear in case of need.
The suspension of the cones B is preferably effected in a support 62 arranged near
the shaft G.
When the brake apparatus is to be employed as a hand brake for mountain
railways, the screw threads, are, as already mentioned, replaced by wedge
surfaces c c (Figs. 3 and 4). From these figures it will be seen that the toothed
wheel A which constantly engages with the rack D, rotates with the hollow boss a¹
on a shaft that may also be a non-driving wheel, or, in the case of locomotives
for rack railways, the front wheel axle (Fig. 11) may be employed to advantage for
the purpose. The arms b of the cones B (Fig. 3) are loosely connected by a shaft
which is connected with the arm of bent levers r.
These are keyed on a shaft b¹ mounted in the main frame E and the arms of
the bent levers are connected by rods 2 with the arms c² of the sleeves that have
the wedge surfaces c¹.
If now the shaft b¹ be rotated in the direction of the arrow o, by means of the
lever (Fig. 3) fixed on the shaft b', the cones B will be rotated in the direction
of the arrow o', that is to say in the direction of rotation of the brake wheel A,
whereby the wedge surfaces c¹ of the counter cones B are pressed against the wedge
surfaces c of the sleeves C, Fig. 4. Since the sleeves C are prevented by the nuts d
screwed on the boss a', from yielding to a greater extent than is allowed by the
elasticity of the rubber rings e, the cones B are pressed against the brake toothed
wheel A. If the friction between the braking surfaces of the cones is so great that
the cones B are rotated in the direction of rotation of the brake wheel, there will
take place on the one hand a sliding past one another of the wedge surfaces cc',
and thus the braking action will speedily increase, and on the other hand, in
consequence of the pressure of the arms b of the counter cones upon the bent
lever () the arm of the same will be rotated downwardly, whereby the
sleeve C will also be rotated in the opposite direction to that of the rotation of the

page_text: brake wheel. It will result from this that the wedge surfaces c and c¹ will be
moved in the opposite direction to an increased extent past one another, so that the
power transmitted by the rotation of the cones B from the arms b of the latter to
the bent levers r r and from these to the arms of the sleeves C, is employed to
increase the action of the wedge surfaces c c¹ upon the counter cones.
In order to prevent the friction of the axle a¹ from causing oscillation of the
sleeves C, the latter are capable of rotation on sleeves at which fit loosely on the
axle a¹ and are interconnected by means of teeth-like recesses with the counter
cones.
Between the sleeves a¹ and the rubber rings e, there are arranged discs aⓇ that
are capable of moving on the boss a' and which rotate with the latter and have for
object to prevent direct contact of the rubber ring with the sleeve a*. As illustrated
in Fig. 15 the cones B can be provided with lubricator cups s; there being
provided on the inner side of the cones a gutter-like annular groove t in which
excess lubricant collects and whence it is led away by a passage t.
The operation of the lever 3 may take place either directly or by means of a
lever (Fig. 11) connected by a rod with the lever ³, or it may be effected in
any suitable manner.
Fig. 9 illustrates an arrangement wherein the sleeve C with the wedge surfaces c
can be rotated for the purpose of operating the brake, by a directly operated
lever which is connected by lever and rod 12 with the arm c²; in such case,
when the transmission of power by means of the lever armb of the cones B is
not required, those cones are suspended from a separate shaft b¹.
In the case of adhesion railways, and shafting, with a brake lever ³ to be
operated by hand, the construction and the mode of employment of the brake are the
same as described with reference to Figs. 3, 4 and 9; and it will be readily under-
stood that the brake disc A. constructed without teeth, is as in the case of shafting
(Fig. 10) keyed on the non-driving axle g or shaft.
Between the arms of the cones B there may be provided in a suitable manner,
springs which tend to keep the cones apart whilst they are out of engagement.
The apparatus illustrated in Fig. 4 may be modified in such a manner that the
brake will remain in operation during movement in one direction, but will
automatically begin to act when the vehicle moves in the opposite direction.
As shewn in Fig. 17, this is effected by dispensing with the sleeves a³, Fig. 4,
and employing the discs a as supports for the sleeves C, so that the sleeve C is
rotated in one or the other direction by the friction between the disc aⓇ and the
sleeve C; the effect obtained by the friction may be increased by forming the
disc a as a cone (Fig. 17) which engages in the counter cone of the sleeve C.
The brake apparatus shewn in Figs. 4 and 6, may be combined with one another
as illustrated in Fig. 18, so that the brake can be employed both as a safety brake,
and as a hand brake; when used as a hand brake, the sleeves C bear on the
rings at.
In order to be able to brake the non-driving wheels of the vehicle and the brake
tooth wheel A by means of the brake apparatus arranged on the non-driving axle, or,
when the brake wheel A. does not engage in a rack, to be able to brake the non-
driving wheels alone, there are provided on the non-driving axle (Fig. 19) or on the
non-driving wheels cones in which engage other cones that are movable on the
axle, and are suspended similarly to the cones B. The sleeve C which carries
the wedge surfaces, bears against the counter cone u', and the cones u¹ and B are
pressed into the female cones; the shifting or movement of the counter cones u¹
can be increased by providing the sleeve C on both sides with wedge surfaces,
engaging in corresponding wedge surfaces of the cones.
Dated this 24th day of October 1890.
A.
BIEDERMANN.
By L. W., per F. B.

page_text: COMPLETE SPECIFICATION.
Improvements in Brake Apparatus.
I, ALEXANDER BIEDERMANN of Parsch, near Salzburg, Austrian Empire,
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:—
This invention relates to brake apparatus by means of which the rotation of
axles of vehicles, shafting of machinery and the like can be quickly arrested; the
operation of the brake apparatus being capable of being effected by hand or
automatically, with constant increase of its action.
cones,
The invention consists in the arrangement of a brake disc or toothed wheel on
the axle or shaft to be braked, or on a secondary shaft connected to such axle or
shaft, the brake disc or toothed wheel being provided on both sides with female
in which engage axially movable male cones connected with a point of
support, upon which male cones, screws, screw nuts, or wedge surfaces capable
of rotation and bearing upon the axle cr shaft, act by the rotation of the brake disc
or toothed wheel, in such a manner as to produce a pressure that tends to arrest
the movement of the axle or shaft. The brake may either rotate with the axle or
shaft, or be mounted loosely on it.
In the latter case, the brake disc is caused to rotate by means of its periphery,
which is formed with a ring of teeth, and engages with a rack either continuously or
on being brought into engagement with it when the brake is to operate, and the
male cones bear on the axle of the running wheel.
The drawings filed with my Provisional Specification illustrate several arrange-
ments of brake apparatus according to my invention.
Figs. 1 and 2 are respectively a side elevation and a plan and partial section of
my improved brake used as a safety brake on a rack railway.
In Fig. 2 one male cone is shown in engagement, and the other out of engagement
with the brake disc.
Figs. 3 and 4 shew respectively in side elevation and in plan and partial section
my improved brake used as a hand brake for a rack railway; in this arrangement
the brake wheel is constantly in gear with the rack, the braking action being
increased automatically by transmission of power.
Figs. 5, 6 and 7 are respectively a side elevation, a plan, and an end elevation of
an arrangement in which the brake comes into operation automatically, and the
brake wheel is in constant engagement with the rack of the railway track.
Fig. 8 is a side elevation of the under framing of a car, for cable ways and hoists
or lifts, provided with a brake which comes automatically into operation on the
rupture of the cable or rope.
Fig. 9 is a side clevation of a modified arrangement of hand brake.
Fig. 10 illustrates in plan, the application of my improved brake to shafting.
Figs. 11 and 12 are side elevations of a locomotive for rack railways, provided
with an automatic hand and safety brake.
Fig. 13 illustrates to a larger scale mechanism employed in the locomotive
shown in Fig. 12, by means of which the safety brake will be automatically put in
operation on the rupture of the driving shaft of the locomotive.
Figs. 14, 15 and 16 are detail views.
Figs. 17, 18 and 19 illustrate modifications hereinafter more particularly
referred to.
As will be seen from Figs. 1-10, a brake according to my invention comprises a
brake disc or toothed wheel A, the flat sides of which are formed or provided with
female cones a (Fig. 2), in which, when the brake is to act there engage male
cones B, that are capable of movement on the boss a' of the brake disc A.
The cones B are by means of arms b, arranged so as to be capable of movement

page_text: on a shaft (in Figs. 1 and 2 this shaft is the wheel axle), or (as in Fig. 10) are
mounted in a support 2 in such a manner that their rotation is entirely prevented,
or as in Fig. 3, is rendered possible to a desired extent.
In braking automatically, the mutual approach and the gradually increasing
pressure of the cones B against the cones a, on the rotation of the brake disc A, is
effected either as shown in Fig. 2, by means of screws a², arranged in such
a manner as to be incapable of rotating, and which engage in the ends of the
boss a' of the brake disc, or, as shown in Fig. 6, by means of nuts a³ provided with
right and left handed screw threads, and which are mounted on the ends of the
boss of the brake disc and are held in a fixed position when required.
In braking by hand the screw threads are replaced, as shown in Figs. 3 and 4,
by sleeves C capable of movement on the boss of the male cones and furnished
with wedge surfaces c that act against corresponding tooth-like wedge surfaces c' on
the bosses of the male cones.
By pulling the levers c², the sleeves C are caused to rotate, and whilst the latter
bear against the collars d fixed on the boss a', the cones B are pressed against the
brake wheel A.
To render the pressure between the pressing surfaces elastic, rubber rings e are
arranged between the sleeves a¹ of the screws a² and the male cones in the
arrangement illustrated in Fig. 2, or between the nuts a³ and the male cones
in Fig. 6, or between the sleeves C and the supporting surfaces of the collars d,
Fig. 4.
As already stated Figs. 1 and 2, illustrate the use of my improved brake
apparatus as a safety brake in a locomotive for rack railways. In the usual
systems of mountain railway locomotives the braking during the descent is effected
principally by means of an air brake which acts through the crank rods upon the
driving axle (Figs. 11 and 12), and of a band brake the brake discs of which are
keyed on both ends of the axle f. Should either the driving axle for the axle f¹
(by means of which the motion is transmitted to the driving wheel f² that engages
with the rack), break, the two brakes referred to become useless. When brake
apparatus according to this invention is employed in a rack railway locomotive,
it is preferable to arrange the cones B with their arms on the rear trailing axle bi
(Figs. 1, 2, 11 and 12) so that the cones B form as it were, the bearing for the
shaft a' of the brake wheel A.
The shaft or boss a' of the brake wheel receives the screws a³, of which one is
left handed, and the other right handed. The heads of the screws are held by
adjustable bearings h, whereby their rotation is prevented.
The lugs of the cones B are connected by links with the arms of a
shaft which is arranged (so as to be capable of rotary movement) between the
locomotive frame E above the brake wheel A (Figs. 1 and 12).
By means of an arm ³ (Fig. 12) keyed on the shaft i and bearing on an arm j of
a lever j', the entire brake apparatus is held suspended on the locomotive above
the rack D. It during the descent, of the locomotive, the lever j¹ be moved to the
right (see Fig. 12), the arm will slide down from the arm j, and the brake
wheel A will fall into the rack, and be caused to rotate, and will run loosely until
by screwing in the screws a², it presses the cones B gradually against itself, and
thus rapidly brings the train to rest.
In order to prevent rupture of the screws a² by too powerful action of the brake,
the bearings of the screw heads are arranged in such a manner that when a
pressure determined by the amount of the pressure of the cones B against the
brake disc, is reached, and if the latter has not been completely arrested, the
screws will move out of the bearings (see Fig. 2 at top) and will also rotate
as well.
In order to automatically apply the brake in case of rupture of one or both
driving axles ff' (Fig. 12) there are provided, on a standard or cross piece F
(Fig. 13) mounted, on the frame E of the locomotive, two slides (Figs. 12 and 13)

page_text: whose hook-like ends k¹ bear against the axles ff without however pressing
considerably upon them.
The slides are caused to approach one another by a strong spring ², and
between them is clamped a bolt connected to a bent lever against which
bears the lower end of a lever 12. The latter is connected by a rod 13 with the
arm of the lever (Fig. 12). The lever i which bears on the arm j, and which
carries the whole weight of the brake apparatus, has a tendency to move the
lever to the left, but this movement is prevented by the resistance of the clamped
bolt. Should one of the two axles (for f¹) break, one of the two slides & will be
pushed aside by the deviation of the broken axle, and the bolt will become free,
whereupon the brake will be set in operation by the fall of the lever ³, and the
lever will be moved to the left.
A wire or cord 3 (Fig. 12) leading from the lever to the last car enables the
brake to be set in operation by the attendants on the train or by the passengers.
To enable the brake apparatus to be set in operation by hand by disengagement
of the bolt Fig. 13, the front slide k is connected with a lever k³, Fig. 16, on the
axis of which there is mounted a two-armed lever k³. One end of the lever k³
is connected by a rod k with a lever which, similar to the one ¹ in Fig. 12, is
capable of rotation on the frame E, but is without connection with the lever j,j,
whilst to the other end of the lever A is attached a wire or rod leading to the
train, so that the slide k can be disengaged by a pull on the lever ³, whereupon
the mechanism from which the brake apparatus is suspended, comes into operation,
as already described.
As will be readily seen on reference to Fig. 14, the brake wheel A can be made
so small that its axle is situated under the middle of the trailing axle 1; this is
advantageous because the weight is greatly diminished, and the arms of the
cones B are very much shortened.
The teeth of the brake wheel A are made conical at the sides of the heads
(Figs. 2 and 4), whereby secure engagement of the wheel with the teeth of the
rack D, can be ensured even in curves of very short radius.
In the arrangement shewn in Fig. 8, for automatically putting the brake into
gear with the rack D in rope ways, the cones B are provided above their point of
suspension on the axle, with arms connected with the draw hook m to
which the rope is hooked; the brake apparatus is kept raised by the pull of
the rope.
Should the rope break, the brake wheel A will fall into gear, and the brake
apparatus come into operation.
If the wheel A is in constant engagement with the rack D (Figs. 5, 6 and 7),
the whole brake apparatus rotates when the train is travelling, with the exception
of the cones B. The axle a' upon which the axle a', (which in such a case is
hollow), of the brake wheel A is mounted, may be an idly rotating axle on which
are the non-driving or running wheels, or it may be a separate shaft mounted in
the underframing of the locomotive or other vehicle.
The brake can if desired be caused to act in an automatic manner on the
breakage of an axle of the locomotive, or of the draw rope, by opposing to the
arms of the nuts a³, an obstacle by which they will be prevented from sharing
the rotation of the wheel A. As will be seen on reference to Fig. 5, this obstacle
is preferably constituted by pawls n mounted on the shaft that serves for the
suspension of the cones B, or on a separate shaft 61, and held in a position such
that the arms of the nuts a³ can pass by without impediment. The pawls n are
preferably held in a position out of gear in the case of vehicles for rope ways and
hoists or lifts (Fig. 5) by connecting the rod m³ for the draw rope, or, in the case
of locomotives, the rod (Fig. 12), with a lever n' (Fig. 5) mounted on the shaft b',
by means of which lever the shaft b' is rotated only to an extent proper for the
correct position of the pawls. If the pull on the lever ceases from any cause,
weighted levers o mounted on the shaft, come into operation, and cause the pawls n

page_text: to enter into gear, by bearing against the fixed supports p, and constituting an
impediment to the rotation of the arms of the nuts a³, whereby the nuts are screwed
up on the boss a¹ against the cones B only until the brake wheel no longer rotates.
In this case also the action of the brake is increased only to a certain extent,
because the arms of the nuts a³ on screwing in, move away from the pawls n until
they are able to again pass the same.
It is obvious that the disengaging gear of the pawls may be combined with the
arrangement of levers illustrated in Fig. 12, and the brake apparatus be also put
into operation by hand.
In order that during the constant rotation of the brake wheel when not braked,
pressure may not be exerted upon the cones B by the rubber rings e (Figs. 6 and 7):
that bear against the rings at which are mounted so as to be only capable of shifting
endwise, the rings a' are furnished with arms carrying screws a which project
through slots in the arms of the nuts a³. In the normal position of the pawl n, the
ring a is held tight against the rubber ring e, whilst, when the arms of the nut a³
strike against the pawls, the screws a pass out of the slots of the arms of the nuts.
This arrangement is however not absolutely necessary, and the rings a may be
employed without it.
.
In order to ensure the constant engagement of the brake wheel with the rack,
in the arrangement illustrated in Figs. 1 and 2, the arms h in which the screws a²
have their bearing, may be dispensed with, so that the brake wheel is able to
rotate with these screws. In order that the brake apparatus may be capable of
being set in operation by hand or automatically, either mechanism similar to that
illustrated in Fig. 5 is employed by means of which the screws are held stationary
in case of need, or the heads of the screws are made conical, and counter cones are
pressed against the same by means of a suitable device..
For shafts (G, Fig. 10) the arrangement is similar to that described with
reference to Figs. 5-7, but the brake wheel or disc A is keyed fast on the shaft G;
and the weighted lever o must be provided with a suitable arresting device which
can be thrown out of gear in case of need.
The suspension of the cones B is preferably effected in a support b² arranged
near the shaft G.
When the brake apparatus is to be employed as a hand brake for mountain
railways, the screw threads, arc, as already mentioned, replaced by wedge sur-
faces cc (Figs. 3 and 4). From these figures it will be seen that the toothed
wheel A which constantly engages with the rack D, rotates with the hollow boss a¹
on.a shaft
g that may also be a non-driving wheel, or in the case of locomotives
for rack railways, the front wheel axle (Fig. 11) may be employed to: advantage
for the purpose. The arms of the cones B (Fig. 3) are loosely connected by a
shaft which is connected with the arm r of bent levers rr¹.
These are keyed on a shaft b' mounted in the main frame E and the arms r¹ of
the bent levers are connected by rods with the arms c³ of the sleeves, that have
the wedge surfaces c¹.
If now the shaft b¹ be rotated in the direction of the arrow o, by means of the
lever (Fig. 3) fixed on the shaft b', the cones B will be rotated in the direction
of the arrow o, that is to say in the direction of rotation of the brake wheel A,
whereby the wedge surfaces c of the counter cones B are pressed against the
wedge surfaces c of the sleeves C, Fig. 4. Since the sleeves C are prevented by
the nuts d screwed on the boss a¹, from yielding to a greater extent than is allowed
by the elasticity of the rubber rings e, the cones B are pressed against the brake.
toothed wheel A. If the friction between the braking surfaces of the cones is so
great that the cones B are rotated in the direction of rotation of the: brake. wheel,
there will take place on the one hand a. sliding past one another of the wedge
surfaces c c², and thus the braking action will speedily increase, and on the other
hand, in consequence of the pressure of the arms b of the counter cones upon the
bent lever (r) the arm r¹ of the same will be rotated downwardly whereby the
sleeve will also be rotated in the opposite direction to. that of the rotation, of
B

page_text: the brake wheel. It will result from this that the wedge surfaces c and c¹ will be
moved in opposite directions to an increased extent past one another, so that the
power transmitted by the rotation of the cones B from the arms of the latter to
the bent levers r r and from these to the arms c² of the sleeves C, is employed to
increase the action of the wedge surfaces ce upon the counter cones.
In order to prevent the friction of the axle a' from causing oscillation of the
sleeves C, the latter are capable of rotation on sleeves at which fit loosely
on the axle a¹ and are interconnected by means of teeth-like recesses with the
counter cones.
.
Between the sleeves a¹ and the rubber rings e, are discs a capable of moving on
the boss a' and of rotating with the latter and their use is to prevent direct contact
of the rubber ring with the sleeve a¹.
As illustrated in Fig. 15 the cones B can be provided with lubricator cups S;
there being provided on the inner side of the cones a gutter-like annular groove t
in which excess lubricant collects and whence it is led away by a passage t¹.
The operation of the lever ³ may take place either directly or by means of a
lever (Fig. 11) connected by a rod with the lever ³, or it may be effected in
any suitable manner.
Fig. 9 illustrates an arrangement wherein the sleeve C with the wedge surfaces c
can be rotated for the purpose of operating the brake, by a directly operated
lever which is connected by lever and rod with the arm c²; in such case,
when the transmission of power by means of the lever arm 6 of the cones B is not
required, those cones are suspended from a separate shaft b'.
In the case of adhesion railways, and shafting, with a brake lever to be
operated by hand, the construction and the mode of employment of the brake are
the same as described with reference to Figs. 3, 4 and 9; and it will be readily
understood that the brake disc A constructed without teeth, is as in the case of
shafting (Fig. 10) keyed on the non-driving axle
9 or shaft.
Between the arms of the cones B springs may be suitably arranged tending to
keep the cones apart whilst they are out of engagement.
The apparatus illustrated in Fig. 4 may be modified in such a manner that the
brake will remain out of operation during movement in one direction, but will
automatically begin to act when the vehicle moves in the opposite direction.
As shewn in Fig. 17, this is effected by dispensing with the sleeves a¹, Fig. 4,
and employing the discs a as supports for the sleeves C, so that the sleeve C
is rotated in one or the other direction by the friction between the disc a® and the
sleeve C; the effect obtained by the friction may be increased by forming the
disc a as a cone (Fig. 17) which engages in the counter cone of the sleeve C.
The brake apparatus shown in Figs. 4 and 6 may be combined with one another
as illustrated in Fig. 18 so that the brake can be employed, both as a safety
brake, and as a hand brake; when used as a hand brake, the sleeves C bear on
the rings a*.
In order to be able to brake the non-driving wheels of the vehicle and the brake
tooth wheel A by means of the brake apparatus arranged on the non-driving axle,
or, when the brake wheel A does not engage in a rack, to be able to brake the
non-driving wheels alone, there are provided on the non-driving axle (Fig. 19) or
on the non-driving wheels, cones u in which engage other cones that are movable
on the axle, and are suspended similarly to the cones B. The sleeve C which
carries the wedge surfaces, bears against the counter cone u¹, and the cones u
and B are pressed into the female cones; the shifting or movement of the counter
cones u¹ can be increased by providing the sleeve C on both sides with wedge
surfaces, engaging in corresponding wedge surfaces of the cones.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1 A brake apparatus comprising a rotary disc A with cones a on its sides, and

page_text: other cones B mounted so as to be capable of endwise movement but not of
complete rotation on the axle al of the said disc A; the said rotary disc and the
non-rotating cones being furnished with screws and nuts substantially and for the
purpose described.
2. In brake apparatus of the kind referred to in Claim 1, a disc A. with teeth
on its periphery (Figs. 1 and 2), and in whose boss a¹ there engage screws a² a²
which are prevented from rotating by arms h, in combination with the cones B
which are carried by radial arms pivotted on a shaft b', rotation of the disc taking
place when the teeth of the same engage in a rack D, whilst the vehicle to which
the brake is applied is in motion.
3. In brake apparatus of the kind referred to in Claims 1 and 2 the use for
the purpose of throwing the brake disc A into gear with the rack D of the
jointed connection of the brake apparatus with a shaft i by means of the catch 23
bearing on a catch; of a lever connected to a cord or wire j³ and to a rod 1³ ;
the latter being connected with a bolt clamped in between two slides k which abut
with their ends against the shafts f, f', so that on breakage of one of these shafts,
the bolt is released and the lever together with the brake apparatus suspended
therefrom, is caused to fall (Figs. 12 and 13).
4. The use for setting into operation by hand brake apparatus of the kind referred
to in Claims 1 to 3 both inclusive, of a lever k³ in combination with a two-armed
lever, which lever k³ is connected with one of the slides k, whilst the lever k³ is
connected with a rod and a cord or wire 7 (Fig. 16).
5. In brake apparatus of the kind referred to in Claims 1 and 2, cones B with
arms 6 (Fig. 8) connected with the draw-hook m, so that in case of breakage of the
draw-rope or of the draw-hook, the brake apparatus which had been maintained in.
a raised position, is caused to fall into engagement with the rack D.
6. In brake apparatus of the kind referred to in Claim 1, a brake disc A
constantly in gear with a rack, and bearing upon its axle a', nuts a³ (Figs. 5
and 6) which rotate with the disc, the cones B being suspended either separately
from supports, or from a shaft that carries a catch or pawl n which is
capable of being set to engage with the nuts a³ when the brake is to enter into.
operation.
7. In brake apparatus of the kind referred to in Claim 6, a lever n' mounted
on the shaft b', and connected with the draw-rope or bar, and weighted levers o
fixed on the shaft, the said levers falling in case of breakage of the draw-rope, and
thereby causing the shafts to rotate, and put the pawls n into engagement with
the nuts a³.
8. In brake apparatus of the kind referred to in Claims 1 and 5, cones B mounted
in a support 62 (Fig. 10) so as to be capable of endwise movement, the brake disc A
being keyed on a shaft G.
9. In brake apparatus of the kind referred to in Claim 1, cones B provided on
their flat sides or faces with wedge surfaces c (Fig. 4) into which engage the
corresponding wedge surfaces c carried by sleeves, the said sleeves each bearing
against a collar d of the axle a', and being caused to rotate by means of a lever
(Fig. 9) connected with the levers e² of the sleeves C.
10. In brake apparatus of the kind referred to in Claims 1 and 8, the levers r rl
jointed to the arms of the cones B and to the arms e² of the sleeves, the
arrangement being such that rotation of the cones and sleeves C takes place in
opposite directions, and that the effect of the friction in the cones B is to rotate the
sleeves C..
11. In brake apparatus of the kind referred to the use for obtaining an elastic
pressure of the rubber rings e arranged between the cones B and their supporting
surfaces.
12. In brake apparatus of the construction referred to in Claim 9, a disc or
cone as (Fig. 17) movable on the axle of the brake disc and rotating with the latter,
against which disc or cone a the sleeve C bears, so that by the friction between
disc or cone a and sleeve C, on rotation of the wheel axle q in one direction, the

page_text: brake will be applied automatically, and will remain out of operation on rotation of
the axle in the opposite directión.
13. The combination of brake apparatus of the kind referred to in Claims 6.
and 9, to form a combined safety brake and hand brake, there being arranged
next to the cones B, a. sleeve C provided with counter wedges, and bearing against
the screw nut a³ (that enters into operation in case of need) or against its
ring a¹.
"
14. The combination of the brake apparatus referred to in Claim 9, with cones u
fixed on the non-driving axle, or on the non-driving wheels, and into which there
engage cones u¹ movable on the axle, and kept pressed up against the cones u on
rotation of the sleeve C.
A. BIEDERMANN.
By L. W., per F. B.