IMPROVEMENTS IN RAILWAY BRAKE APPARATUS
Year: 1862

page_text: LETTERS PATENT to William Leopard, of Hurstpierpoint, in the County
of Sussex, Corn Merchant, for the Invention of "IMPROVEMENTS IN
RAILWAY BRAKE APPARATUS."
Sealed the 25th September 1862, and dated the 2nd April 1862.
PROVISIONAL SPECIFICATION left by the said William Leopard at the
Office of the Commissioners of Patents, with his Petition, on the 2nd
April 1862.
I, WILLIAM LEOPARD, of Hurstpierpoint, in the County of Sussex, Corn
Merchant, do hereby declare the nature of the said Invention for "IMPROVE-
MENTS IN RAILWAY BRAKE APPARATUS," to be as follows:-
My Invention relates to the application of self-acting brakes, that is to say,
in which the momentum of the carriage is utilized to produce the power
applied, and consists, first, in an arrangement of parts whereby the power is
transmitted from the shaft receiving the impulse from the running wheel axle
of the carriage to the brakes. To receive the power, I employ an endless
screw into which a screwwheel and shaft is lowered when the brake is applied.
This shaft is disposed laterally in the mid breadth of the carriage at the
opposite end from the screw wheel, it has a bevel wheel gearing with another
[Price 8d1

page_text: bevil wheel or segment of teeth on a vertical axis, this vertical axis carries
aspur pinion disposed between two horizontal racks, one on either side, and
both gearing with it at same time. These racks are mounted on rods on
which they are free to slide, but the ends of the racks when moved in either
direction abut against surfaces forming the ends of the rods, which commui-
cate the thrust to the brake bars. The brake bars I dispose across the breasts
or treads of the wheels, and support them in suitable guides. The thrust rods
I support in guide holes in the middle of the transverse brake bars and apply
the thrust through the medium of springs about same length as the transverse
bars on which collars on the thrust rods take effect. The ends on which the
racks slide, may be fixed in one of the thrust rods and slide in suitable sockets
in the other to support and keep them in direct linewith each other,orthey may
be short and fixtures in each thrust rod,and be received and slide in sockets or
holes in the racks the object being to permit of the rack pin operating in
either direction, and yet to produce the same effect in applying the brakes,
which combination of rack pinion and thrusting bars constitutes the feature of
this part of my invention.
Self-acting brakes are usually applied by means of a longitudinal shaft
coupled continuously throughout the train. In applying these brakes, it is of
advantage to use them in ordinary for stopping the train and so apply them
partially and keep them on with slight pressure. For this purpose after the
continuous shaft has operated to throw the screw wheel into gear with the screw
of the axle which I do by means of an excentric on the continuous shaft I turn
it further round and so withdraw it, but which at same time causes an oval
cam on same shaft to take effect on two levers between which it is placed; these
levers are mounted on fixed fulcra and are attached at the lower ends to a
steel or other strapwhich encircles the periphery of a drum or surfacefixed on
the screw wheel shaft so that when the levers are acted on they tighten the
strap and so prevent it running back by the recoil of the brake springs, and
keep the brakes on after being disconnected from the motive power. The
excentrics or cams I employ for applying and removing the screw wheel to
and from the screw, I strike or form it in part of a circle described from the
shaft, so that they may all be applied at same time, and yet allow for a little
twist on the continuous shaft or slackness in its couplings.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said William Leopard in the Great Seal Patent Office on the
2nd October 1862.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
LEOPARD, of Hurstpierpoint, in the County of Sussex, Corn Merchant,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the second day of April, in the year of our Lord One
thousand eight hundred and sixty-two, in the twenty-fifth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
William Leopard, Her special licence that I, the said William Leopard,
my executors, administrators, and assigns, or such others as I, the said
William Leopard, my executors, administrators, and assigns, should in
any time agree with, and no others, from time to time and at all times
thereafter during the term therein expressed, should and lawfully might
make, use, exercise, and vend, within the United Kingdom of Great Britain
and Ireland, the Channel Islands, and Isle of Man, an Invention for
"IMPROVEMENTS IN RAILWAY BRAKE APPARATUS," upon the condition (amongst
others) that I, the said William Leopard, my executors or administrators,
by an instrument in writing under my, or their, or one of their hands
and seals, should particularly describe and ascertain the nature of the said
Invention and in what manner the same was to be performed, and cause
the same to be filed in the Great Seal Patent Office within six calendar
months next and immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said William Leopard, do hereby declare
the nature of my said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the
following statement, reference being had to the Sheets of Drawings hereunto
annexed, and to the letters and figures marked thereon (that is to say) :--
My Invention relates to the application of self-acting brakes, that is, in which
the momentum of the carriage is utilized to produce the power applied, and
consists in the arrangement of parts whereby the power is transmitted from
the shaft receiving the impulse from the running wheel axle of the carriage to
the brakes. To receive the power I employ an endless screw into which a
screw wheel and shaft is lowered, when the brake is applied this shaft is
disposed longitudinally at mid-breadth of the carriage, at the opposite end
from the screw wheel is fixed a bevil wheel gearing with another bevil wheel
or segment of teeth on a vertical axis, this vertical axis carries a spur pinion

page_text: disposed between two horizontal racks, one on either side, and both gearing
with it at same time. The racks are mounted on rods on which they are free
to slide, but the ends of the racks when moved in either direction abut against
surfaces terminating the ends of rods which communicate the thrust to the
brake bars. The brake bars I dispose across the breasts or treads of the
wheels, and support them in suitable guides. The thrust rods I support in
guide holes in the middle of the transverse brake bars, and apply the thrust
through the medium of springs about same length as the transverse bars on
which collars on the thrust rods take effect. The rods on which the racks
slide may be fixed in one of the thrust rods and slide in suitable sockets in the
other to support and keep them in a direct line with each other, or they may
be short and fixtures to each thrust rod, and be received and slide in sockets or
holes in the racks, the object being to permit of the rack pinion operating on
either, and yet to produce the same effect in applying the brakes, which
combination of rack pinion and thrusting bars constitutes the features of this
part of my Invention.
Self-acting brakes are usually applied by means of a longitudinal shaft
coupled continuously throughout the train. In applying these brakes it is of
advantage to use them in.ordinary for stopping the train, and to apply them
partially (that is with less than the whole force) and keep them on with slight
pressure. For this purpose after the continuous shaft has operated to throw
the screw wheel into gear with the screw on the axle, which I do by means of
an eccentric on the continuous shaft, I turn it further round and so withdraw
it, but which at same time causes an oval cam on same shaft to take effect
on two levers between which it is placed, these levers are mounted on fulcra,
and are attached at their lower ends to a steel or other brake sirap, which
encircles the periphery of a drumor surface fixed on the screw wheel shaft, so
that when the levers are acted on they grip the shaft and so prevent it running
back by the recoil of the brake springs, and thus keep the brakes on after
having disconnected them from the motive power. The eccentrics or cams I
employ for applying or removing the screw wheel to and from the screw
I strike or form in part of a circle described from the shaft, so that they may
all be applied at once at same time allowing for a little twist on the continuous
shaft or slackness in its couplings.
DESCRIPTION OF DRAWINGS.
Fig. 1 represents a vertical section of a railway carriage, frame, and wheels.
Sa vert
section of a railway carriage, frame, and wheels
htted with brake apparatus according to my Invention; Fig. 2 is a plan, and
Fig. 3 a transverse vertical section of the same, the latter showing the gear by

page_text: which the guard or brakesman puts the brakes in and out of action and the
index or dial showing the position of the brakes and guiding him in their
control.
A, A, is the framing of the carriage; B, B1, the running wheel axles; on
the axle B is fixed the endless screw C, which when desired takes into screw
pinion D; on the shaft E, F, is the continuous shaft controlling all the brakes
of the several carriages, such shafts being all coupled together. The end of
the shaft E is suspended from shaft F, by bearing a carried by au eccentric
G fixed thereon. By the turning of the shaft F the bearing G is lowered or
raised, and the screw pinion D put in or out of gear. The eccentric G as
before mentioned is at its extreme radius in form described by circles from the
centre of shaft F, so as to allow of some motion of the eccentrics without
raising or lowering the bearing a at those points, and so allow of a littleslack
in the couplings or twisting of the shaft F, thereby keeping all the bearingsa,
of the several carriages in the same relative position, and ensuring their joint
aud equal action. On shaft E is fixed a bevil pinion b, which takes into a
bevil wheel c, mounted and fitted in suitable bearings and frameworkd,d; on
the axis of c is fixed a spur pinion e, which takes into two racks f, f, these
racks are fitted so as to slide on guide rods g, g, fixed in the cross head h, the
other ends of the guide rods are received in sockets formed on a corresponding
cross head, in which they are free to slide, and whereby to retain the
rectilineal position of the whole, the cross heads h and h¹ being formed on
thrust rods H, supported by the brake bars I, I, these being placed across the
heads of the wheels and supported by side bars or ties M, M, connecting the
guard plates of the axle boxes. The brake surfaces i, i, are attached to the
bars, and the pressure or thrust of rods H is transmitted to the bars I through
springs L, to render the thrust of a yielding nature as usual; K, K, are short
springs fixed on the bars I, I, taking into the ends of the grooves in tie
bars M, in which the ends of the bars I, I, move; the springs have the effect
of throwing off the brakes i, i, from the wheels, when the pressure from thrust
rods is relieved.
The action of these brakes is as follows:-When it is desired to apply them
the shaft F is turned till the pinion 1) gears with screw C, the rotation of
that screw by the motion of axle B causes the shaft E to rotate, and thus
communicate motion to the bevil gear b, c, and spur pinion e causing it to
actuate the racks f,f,simultaneously and to propel them forcibly in opposite
directions as indicated by the arrows, and they being properly sustained but
free to slide on the rods g, impel the cross heads handh' in opposite directions,
which motion is communicated to rods H and thence to the springs L, brake

page_text: bars I, and brakes i, i. The longer the pinion D is held in gear with C, the
greater will be the force applied to the brakes.
To prevent any damage accruing from the pinion D being held too long
in gear with screw C one or two teeth are omitted or cut out of D
at the point to which the action is to be limited so that the pinion slips on
the screw when arriving at that point, and is not further rotated but at same
time is not allowed to retrograde. The action of the racks, f, and their
supporting bars and the brakes is précisely the same in whichever direction the
carriage may be travelling, the rotation of pinion e, in either direction causinga
separation of the cross heads h, k, and the consequent action of the brakes.
In order to apply the brakes, and use them as ordinary brakes, that
is with a moderate degree of force as applied for stopping railway trains
in ordinary and at same time keeping the brakes on with such moderate
degree of force, I mount a brake drum P, seen separately in Fig. 7 on
shaft E and encircle it by a steel or other strap Q the ends of which strap
are attached to levers R, R, mounted on fulcra 1, 7, these levers embrace
at the upper ends an oval cam m, fixed on the shaft F. The spring of the
strap Q, tends to collapse the levers ou cam m and to recede from drum P
so that when cam m is in a vertical position the brake strap Q does not act,
during this time the pinion D may be at its lowest position and in
gear with screw C, or it may be in its highest position and entirely out
of gear; but this pinion D is also out of gear when cam m is horizontal and
acting on the lever R, so as to grip the drum P. The action of this is as
follows: The brakes having been applied with more or less force by the
rotation of shaft E as described, this shaft is thrown out of gear (the pinion D
and screw C) by turning shaft F a quarter revolution which has the effect
of holding the brakes on by the drum P and strap Q as described. If it is
desired to release the brakes altogether instead of holding them on by the
strap the shaft F is rotated half a revolution. The hand gear for actuating
the shaft F simply consists of a hand wheel S whose axis communicates motion
by bevil gear T, T, on shaft U, to shaft E. On the axis of S is fixed a pinion
taking into a large wheel behind the dial W, the axis of which wheel carries a
pointer X indicating on the dial the position of the brake apparatus and by
which the brakesman may be guided in applying the brakes.
Fig. 3 represents another mode of fitting the racks f, f, the rods g, 9,
of which are each fixed in cross heads h, h', and meet in the sockets formed
in the racks f, f, which will be readily understood by reference to the detached
views of the parts represented in same Figure. Fig. 4 represents a vertical
section of a railway carriage framing as before but showing the continuous

page_text: shaft F placed below the framing and another arrangement of gear for
holding the brakes on continuously and while the pinion D is withdrawn
from gear with screw C; Fig. 5 is a transverse section of a portion of the
same. In this case the ratchet wheel Y, and ratchet pawlp is substituted
for the brake drum P, strap Q, lever R, and double cam m. The ratchet
wheel Y is cut to act in either direction and the pawl p holds it in position
by its own weight or by the aid of a spring as well understood, a single
cam n on shaft F allows the pawl p to remain in gear with Y, except
when the shaft E is raised to its highest position by the eccentric. Thus
when the action of the screw Con pinion D actuates the shaft E so to
apply the brakes, the ratchet and pawl hold them on although the pinion D
may be raised out of gear with screw C and until the cam > is turned
uppermost on shaft which raises the pawl p out of ratchet Y and
releases it, at which time the pointer stands at "off" on the index dial. The
other points of the dial indicated are "on" when the pinion D and screw C
are in gear, and "out" on each side of the dial, which indicate that the
pinion and screw are out of gear but the brakes still on by reason of the
retention of position by pawl p and ratchet Y; the same explanation applies
to the brake apparatus P, Q, R, n, before described.
A modification of that apparatus is further represented at Fig. 6 adapted
for shaft F, in position under framing A; this consists of a collapsing
brake spring Z which when released grips and holds drum P by its own
inherent force, in which adaptation the cam m requires to be in position on
shafi. Fat right angles to that before described and so as to have a directly
contrary effect as will be readily understood.
In order to couple the shafts F of the several carriages, I fix circular
plates J, J, (represented separately at Fig. 8 in side and end views,) on each
end, having four notches 7, 7, in the periphery equidistant from each other,
behind these I fit collars s, s, having arms t jointed thereto, and with springs
in the manner of the blade of a clasp knife; these may be extended radially
or folded down horizontally into the notches in the two plates, and so couple
the two shafts that rotation of the one rotates the other and communicates the
motion from one shaft F of one carriage to another. By rotating the collars s
and arms t, the arms & may be applied at any quarter of the circle and so be
readily adapted to the position of the adjoining shaft and plate, by this means
the connections of the several shafts F, are very easily and securely made.
Having described the nature of my Invention, and the manner of per-
forming the same, I declare that what I claim as my Invention, and desire
to secure by Letters Patent is,-

page_text: The arrangement of parts constituting apparatus for giving effect to
the brakes of railway carriages as and for the purposes herein-before described.
In witness whereof, I, the said William Leopard, have hereunto set
my hand and seal, this Twenty-ninth day of September, in the year
of our Lord One thousand eight hundred and sixty-two.
Witness,
W. CLARK,
Patent Agent,
53, Chancery Lane,
London.
WILLIAM LEOPARD. (1.S.)