Improvements in Cars for Inclined Lifts and Cliff Railways, and in Brakes or Controlling Appliances for the same.
Year: 1890

page_text: Date of Application, 24th Sept., 1890
Complete Specification Left, 24th June, 1891-Accepted, 1st Aug., 1891
PROVISIONAL SPECIFICATION.
Improvements in Cars for Inclined Lifts and Cliff Railways, and in
Brakes or Controlling Appliances for the same.
I, BOB JONES, of "Sunnyside," Lynton, North Devon, Builder & Contractor,
do hereby declare the nature of this invention to be as follows:-
My invention relates to the manner in which I construct and arrange the cars and
the mechanism for the same for use upon incline lifts, cliff railways, cliff tramways
and for other like purposes, and has reference principally to cars for use upon such
incline lifts railways and tramways where the system employed is that for which a
Patent was granted to myself and others :-namely No. 9535, 30th June 1888. The
object of my present invention being to obtain an increase of the safety and
controlling appliances together with a more economical and simple arrangement of
mechanism and parts employed, than is at present possible.
In carrying my invention into effect I construct the car or underframe preferably
of metal in the form of a tank for receiving the water having an upper platform
upon which a passenger carriage, ordinary vehicle, or loose merchandise or goods
may be placed. Through or under the tank I place axles or spindles upon the
ends of which I mount wheels for running upon the rails of the lift or cliff railway.
The bearings for the axles I carry upon the side frames of the tank in any usual or
ordinary manner. Upon one or both of the axles I mount an eccentric or crank
for giving a reciprocating motion to a pump piston, and from the cylinder of this.
pump I convey the liquid under pressure to the brake cylinders and accumulator,
and thus cause the necessary pressure to be exerted upon the rails for arresting the
motion of the car. The liquid for supplying the brakes I obtain by the pump
suction pipes, from a separate or independent tank or reservoir arranged upon the
main framework and this supplementary tank or reservoir I sometimes fill with
glycerine and water or other anti-freezing mixture so that the brake and accumulator
cylinders can always be supplied with liquid quite independently of that within the
large or main tank; and I cause any exhaust or return pipes to be led into this
supplementary tank, so that no waste or loss of liquid may occur. By this system
I am enabled to use the same liquid over and over again and to have a full supply
for the brakes even should the main tank be quite empty.
In addition to the rail gripping hydraulic brakes I employ my improved system
of brakes for raising the car wheels from off the rails, so that the motion of the car
may be the more effectually arrested and controlled. These raising or car lifting
brakes I work by hydraulic pressure supplied direct from the pump worked off the
car axle in such a manner that upon opening a valve or "bypass" cock I cause the
liquid under pressure to enter hydraulic cylinders attached to the tank and frame
and then to force down shoe covered rams on to the rails thereby raising or tending
to raise the car wheels and cause the weight to be borne by the surface of the shoes
instead of by the wheels. Thus the motion of the axles is employed to arrest the
car by utilising the energy to give pressure to the liquid upon the rail pressing
I sometimes use a similar accumulator to that before described in connection
with this lifting brake.
rams.
In order to allow a constant pressure to be maintained within the cylinders of the
rail gripping or wheel raising brakes even when the accumulator ram is at the end
of its stroke, I employ a special form of release or trip valve which I arrange in
such a manner that the movement of the brakes controlling lever or hand wheel in
the direction to withdraw the brake, causes the trip valve to be operated and thus
the pressure from the accumulator cylinder to be released by the escape of the
liquid from the same, back into the supplementary tank. Thus, should the attendant

page_text: allow the accumulator ram to be forced up to the end of its stroke by the pressure
within its cylinder, and then not manipulate the hand wheel the pressure still being
supplied from the pump will force on the gripping or wheel raising brakes and
thereby arrest the motion of the car. The valve for releasing the pressure within
the accumulator and also the valve for controlling the car lifting rams, I prefer to
construct with an outside thread formed upon the body part of the valve and upon
which I place a nut peculiarly formed and connected, to the valve spindle, so that
a quick coarse thread may be cut and a rapid and easy movement of the spindle
obtained thereby.
The emergency or wedge brakes I arrange with slides actuated by means of a
lever under the direct control of the attendant and having an open end, slot or saw,
into which the pulling, threading or "tappet" end of a lever can work, in order
that should the surface of the wedges wear, or the rails be narrow, the wedges may
continue to move into their bearing blocks after the tappet has ceased to move;
and thus a firm and positive wedging action be produced for effectually arresting
the motion of the car.
The gripping or controlling brake I keep in correct position away from the
surface of the rails when the car is in motion, by means of laminated or other springs
which I preferably mount between cach pair of brake rams; these springs serving
as the drawback arrangement for removing the brakes when the pressure within the
cylinders is released by the motion of the attendant's hand wheel.
To facilitate the renewal and examination of the shoes which I employ with my
gripping brakes I provide a carrier or ram head cap which I attach to, or place in
contact with the outer end or head of the ram and to this carrier I apply or secure
the shoe which presses directly against the side of the rails. The shoe or slipper
being so constructed that it may fit upon a pin or into a circular recess provided
upon the carrier, and thus be free to swivel for the purpose of accommodating its
outer pressing surface to the actual surface or line of the rail. The true forward
movement in the horizontal direction I ensure by arranging guides and straps upon
and within the girders or framework of the tank which I utilise as the bearing or
support for the cylinders of the gripping brakes.
I do not limit the application of my present invention to incline lifts, railways and
tramways used for carrying passengers and goods in the manner set forth in the
Specification No. 9535 of 1888 hereinbefore referred to; but employ the same
principle of construction to suit any particular or peculiar requirement for such
inclined rail tracks, with similar advantage; and I cause the car raising brakes to be
set in action by the motion of a governor which I sometimes fit upon the car or
attach to its mechanism.
Dated this 22nd day of September 1890.
MARKS & CLERK,
13, Temple Street, Birmingham, Agents for Applicant.
COMPLETE SPECIFICATION.
Improvements in Cars for Inclined Lifts and Cliff Railways, and in.
Brakes or Controlling Appliances for the same.
I, BOB JONES, of Sunnyside, Lynton, in the County of Devon, Builder and
Contractor, 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 :-
My invention relates to the manner in which I construct and arrange the cars and
the mechanism for the same for use upon incline lifts, cliff tramways, cliff railways
and for other like purposes, and has reference principally to cars for use upon such
incline lifts, railways and tramways where the system employed is that for which a
Patent was granted to myself and others namely No. 9535 30th June 1888. The
object of my present invention being to improve the controlling appliances and

page_text: obtain greater safety together with a more economical and simple arrangement of
mechanism and parts employed than is at present possible.
In carrying my invention into effect I construct the car or underframe preferably
of metal in the form of a tank for receiving the water, having an upper platform
upon which a passenger carriage, ordinary vehicle, or loose merchandise or goods
may be placed. Through or under the tank I place axles or spindles,
upon the ends of which I mount wheels for running upon the rails of the
lift or cliff railway the bearings for the axles I arrange so that they may
be adjusted up and down between slides fixed upon the side frames of the tank in
any usual or ordinary manner. Upon one or both of the axles I mount an eccentric
or eccentrics, crank or cranks for giving a reciprocating motion to a pump piston,
and from the cylinder of this pump I convey the liquid under pressure to the brake
cylinders and accumulators, and thus cause the necessary pressure to be exerted
upon the rails for arresting the motion of the car. The liquid for supplying the
brakes I obtain by the pump suction pipes, from a separate or independent tank or
reservoir arranged upon the main framework, and this supplementary tank or
reservoir I sometimes fill with glycerine and water or other antifreezing mixture so
that the brake and accumulator cylinders can always be supplied with liquid quite
independently of that within the large or main tank; and I cause any exhaust or
return pipes to be led into this supplementary tank so that no waste or loss of liquid
may occur. By this system I am enabled to use the same liquid over and over
again and to have a full supply for the brakes even should the main tank be quite
empty.
In addition to the rail gripping hydraulic brakes I employ my improved system of
brakes for raising the car wheels from off the rails, so that the motion of the car
may be the more effectually arrested and controlled. These raising or car lifting
brakes I work by hydraulic pressure supplied direct from the pump worked off the
car axle in such a manner that upon opening a valve or "bypass" cock I cause the
liquid under pressure to enter hydraulic cylinders attached to the tank and frame
and then to force down shoe covered rams on to the rails, thereby raising or tending
to raise the car wheels and cause the weight to be borne by the surface of the shoes
instead of by the wheels. Thus the motion of the axles is employed to arrest the
car by utilizing the energy to give pressure to the liquid upon the rail pressing
rams. I sometimes use a similar accumulator to that before described in connection
with this lifting brake.
In order to allow a constant pressure to be maintained within the cylinders of the
rail gripping or wheel raising brakes even when the accumulator ram is at the end
of its stroke I employ a special form of release or trip valve which I arrange in
such a manner that the movement of the brake controlling lever or hand wheel in
the direction to withdraw the brake causes the trip valve to be operated and thus
the pressure from the accumulator cylinder to be released by the escape of the liquid
from the same, back into the supplementary tank. Thus should the attendant allow
the accumulator-ram to be forced up hund wheel the pressure still being supplied
to the end of its stroke by the pressure within its
cylinder and then not manipulate
from the pumps will force on the gripping or wheel raising brakes and thereby
arrest the motion of the car.
The valve for releasing the pressure within the accumulator, and also the valve
for controlling the car lifting rams, I prefer to construct with an outside thread
formed upon the body part of the valve and upon which I place a nut peculiarly
formed and connected to the valve spindle, so that a quick coarse thread may be cut
and a rapid and easy movement of the spindle obtained thereby. I sometimes
actuate this valve by the movement of the governor.
The emergency or wedge brakes I arrange with slides actuated by means of a
lever under the direct control of the attendant, the wedge having an open end slot
or jaw into which the pulling, thrusting or "tappet" end of a lever can work, in
order that should the surface of the wedges wear or the rails be narrow, the wedges
may continue to move into their bearing blocks after the tappet or lever has ceased

page_text: to move; and thus a firm and positive wedging action be produced for effectually
arresting the motion of the car. This arrangement also provides for the wedges
being held firmly away from the rails when the cars are running in their normal
conditions.
The emergency or wedge brakes I so arrange that they shall be automatically
applied in case of the hauling or sustaining ropes breaking and also by the attendant
at his will.
The draw blocks to which the ends of the ropes are attached I allow to slide in
boxes or between guides securely fixed to the bottom of the framework or tank and
while the ropes are intact these draw blocks are held by the weight on the ropes
tightly up against stops, but if the ropes are broken then a spiral or other spring or
springs together with the weight of the tail rope suddenly pull the draw blocks back
and this motion actuates a system of levers which force or pull the wedges of the
emergency brakes up between the blocks the wedges slide against and the sides of
the rail heads.
If the attendant wishes to apply the emergency or wedge brakes he can by
pulling a rope or working a hand lever first release a catch, then by the same
pull or motion and by means of the system of levers force or pull the wedges home
as before described.
The gripping or controlling brakes I keep in correct position away from the
surface of the rails when the car is in motion, by means of laminated or other
springs or blocks of other elastic material which I preferably mount between each
pair of brake rams; those springs serving as the drawback arrangement for
removing the brakes when the pressure within the cylinders is released by the
motion of the attendant's hand wheel.
To facilitate the renewal and examination of the shoes which I employ with my
gripping brakes, I provide a carrier or ram head cap which I attach to, or place in
contact with the outer end or head of the ram and to this carrier I apply or secure
the shoe which presses directly against the side of the rails. The shoe or slipper
being so constructed that it may fit upon a pin or into a circular recess provided
upon the carrier, and thus be free to swivel for the purpose of accommodating its
outer pressing surface to the actual surface or line of the rail. The true forward
movement in the horizontal direction I ensure by arranging guides and straps upon
and within the girders or framework of the tank which I utilize as the bearing or
support for the cylinders of the gripping brakes.
In the accompanying five sheets of explanatory drawings the same letters of
reference indicate the same parts throughout:-
On Sheet 1 Figure 1 is a side elevation showing the general arrangement of my
improved mechanism and car, having the platform 13 constructed for carrying the
passenger carriage or any ordinary vehicle, or loose merchandise or other goods.
A is the tank and framework combined; C, C₁ are the wheels mounted upon
axles D, D' which pass through tubes or pipes arranged between the side plates of
the tank. Upon the axle D Ĭ mount an eccentric E and eccentric rod e for working
the pump which pump draws its liquid by the suction pipe g from the cistern G
and then delivers it under pressure by the pipes f,f,f,f³, to the rail gripping
brake cylinders H which are placed two over cach rail, that is one pair upon each
side of the car frame, the liquid supply is also at the same time delivered
by the same pipes to the accumulator I which is loaded to give the desired
pressure for supplying power to grip the rails Z for arresting the motion of
the car when desired.
The car raising brake cylinder J I supply with liquid by means of the pump J
having its suction pipe J2 connected with the supply cistern G, and its delivery
pipes J, J, J conveying liquid under pressure direct from the eccentric E' and
eccentric rod e¹ from the axle D¹. I also convey the pressure from this pump J
by the pipe J to the trip or release valve K which permits the water from the
pump to return by the pipe k¹ to the cistern G when not closed by the action
of the governor L or the foot lever M. The detailed arrangement of my improved

page_text: car raising brake and the action of the governor upon its movement I have set out
more fully in the Specification of my Patent No. 10225 of 1890.
Figure 1 is a part side elevation of the windlass or accumulator weight raising
arrangement which I employ, the hand wheel M being operated by the attendant
upon the car platform so that the chain or band m² working over the pulleys m³
and m causes the accumulator ram l' to be raised or lowered as may be desired
independently of the motion of the liquid from the pump F; the weight m³
upon or connected to the chain giving the necessary pressure to the water within
the cylinder I.
On Sheet 2 Figure 3 is a part sectional elevation of the accumulator. Figure 4
is a plan of the same and Figure 5 is a detail of the trip link which I employ.
Within the accumulator cylinder I the ram or piston I' works having both of its
ends connected to the chain I2 and having a release valve 2 attached to the upper
end of the cylinder with its trip gear as shown with details in Figures 5, 5ª and 5³.
This trip or release valve I operate as follows:-
The valve I mount upon the accumulator in a convenient position and connect
by suitable passages ³, to the underside of the valve in such manner that when
the accumulator is full of water that is, when the ram is in the position shown in
Figure 3 the pressure passes to the valve by these passages but is unable to get
past the valve which is closed. When, however, the attendant wishes to release
the pressure he turns the wheel in the direction of the arrow, the chain being
slack enough to allow of a slight movement. This movement raises the end n of
the trip lever, a detail of which is shown in Figures 5 and 5. The end of the
chain is connected to the pin o which passes through the curved slot P in the
accumulator ram attachment shown in Figure 5; the trip lever is pivotted at r and
as the movement of the chain raises the end n, the projecting pin s in the valve
lever is carried up into the dotted position s¹ and the valve thereby opened.
It is only when the ram is at the end of its stroke and then only by the
attendant's action that it is possible to release the pressure from within the
accumulator.
On Sheet 3 Figure 6 is an elevation and Figure 7 a plan of the trip or release
valve K. Upon the body of the valve I cut two union threads for connecting to
the pipes J and and I close the passage from one to the other by the loose
spindle valve K7 which seats upon the passage from J; this loose spindle of K
carry within the plug K³ of the outer casing K², which casing I screw internally
with a coarse thread for working upon the external coarse thread K' upon the valve
body; I keep the plug liquid tight by means of the gland and screw K. The
coarse or quick thread upon the larger diameter of the body of the valve K¹
enables a very slight movement of the lever K³ to open or close it; and the
adjustable attachment by the screws K* to the circular end of the casing permits
of any variation of the position of the lever to suit any wear of the valve.
I prefer to employ the same system of valve construction upon my accumulator
cylinder end.
On Sheet 4 Figures 8 to 13 inclusive show the arrangement of the rail gripping
brakes.
Figure 8 is a sectional elevation of the arrangement.
Figure 9 is a plan with the carrying bracket and channel iron removed.
Figure 10 is an end elevation showing the pin to which the brake shoes are
attached so as to allow of their swivelling in order to suit the variations in the
gauge of the rails.
The cylinders N, N' with their rams 0, 0₁ I carry upon the channel iron P and
connecting bracket P¹ which I secure to the main girders or framework of my
tank A. The pressure from the liquid supply pipes enters behind the rams 0,0¹
forcing them out towards the rails; and the springs R, R₁ placed upon guiding
spindles between the outer faces of the ram cap or carrier S, S' keep the slipper
blocks S2, S3 away from the rails when the pressure is released behind the
rams. The intensity of these springs I make adjustable by means of tension

page_text: screws R², R³ working through' boxes formed upon the carriers. The brake
shoes I make preferably to swivel pon central pins S³, S formed upon the
carriers, and I place supporting straps S6, S7 beneath the carriers to retain
the shoes in position. I arrange guides S₁, S upon the channel iron P for the
carriers to work in.
Sometimes I mount fixed shoes or brake slippers against the ends of the cylinder
rams as shown in Figures 12 and 13 where S, S¹ is the carrier and S, S' is the shoe
riveted to it, the central boss being for the end of the ram to thrust against. In
every case I keep the brake shoe distinct and independent of the rams to facilitate
renewals and to prolong the line of the cylinders, rams and their leathers by
preventing the transmission of shocks thereto.
Figure 14 and Figure 15 show the arrangement of axle boxes or bearings
which I prefer to employ for carrying the wheel axles D, D'. The caps D, D³
I place above and below the axle bearings D', D' so that adjustment may be made
from either direction as may be desired.
Figures 16, 17, 18 and 19 show details of my rope anchorage arrangement
together with the automatic safety trip gear for actuating the wedge brake should
one or both the hauling ropes attached to the tightening screws T, T' become
severed. The draw block T4 carrying the stretching screws I cause to slide in
guides T2, T3 formed upon or attached to the bottom of the tank, and while the
ropes remain intact this block is held against shoulders t2, 3, t by the weight upon
the ropes; but in the event of a break occurring the draw block is pulled backwards
by the weight of the balance or tail rope attached to the block by means of the
fork U and bolts U¹, assisted also by a spring or springs, draws back the links V,
which are attached to the ends of levers V, V3 pivoted at V2; the other or tappet
end of this lever engages the wedge W' of the wedge brake and throws it into
contact with the edge of the rails when any movement of the car effectually locks it in
position thus arresting the car upon the rails. The wedge is free to move in, after
the tappet end of the lever has made its complete stroke.
V¹
I keep the wedge W₁ clear from the rails by means of a dovetailed guide piece w³
which I secure to the wedge block W as shown in Figure 19; the wedge Wi having
a corresponding recess or groove w¹ to keep it in contact with the inner edge of the
brake block rather than with the edge of the rails when in its normal working
condition. The wedge block W I mount upon a bracket W2 so that it may slide
freely to accommodate its position to any variation of the rails.
I cause the wedges to be thrown in by the attendant when any emergency arises
by means of a cord which I connect by a loop X to the links V, V₁ carried upon
the Ziron guides T, Ts by pins v, vl these guides I omit from Figure 16 to avoid
confusion of the parts behind. 1 cause the links V, V₁ to slide upon the connecting
pins independently of the block T by slots or grooves in the links in which the
connecting pins V, V₁ work, so that when the trigger plates X1, X2 are pulled by
the cord loop X the lever V2 is pulled and the wedge W' forced in. The trigger
plates X, XI keep in position upon stop pins X³, X' by means of a T shaped
spring X; the first action therefore of the attendant when pulling the cord X is to
release the spring trigger catches from X3, X', while the further action pulls
the trigger and link plates V, V₁ as one piece thus operating the wedge tapping
levers V, V³
I do not limit the application of my present invention to incline lifts, railways
and tramways, used for carrying passengers and goods in the manner set forth in
the Specification No. 9535 of 1888 hereinbefore referred to; but employ the same
principle of construction to suit any particular or peculiar requirement for such
inclined rail tracks, with similar advantage.
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 :-
(1) In incline lifts, incline tramways and tramways or railways for like purposes,

page_text: the application and arrangement of hydraulic brakes having an independent liquid
supply tank or reservoir for permitting of the employment of any antifreezing
mixture and for enabling the cylinders to be supplied independently substantially as
herein described and as set forth in the accompanying drawings.
(2) The application and arrangement of car raising brakes to inclined railways
and like tramways having pressure supplied to the car raising cylinders by a pump
worked from the axles of the car or from an accumulator.
(3) The construction and arrangement of an accumulator trip or release valve
and parts for controlling the same substantially as and for the purposes herein
set forth and as illustrated in Figures 3, 4 and 5 of the accompanying drawings.
(4) The construction and arrangement of a controlling valve together with
the method of attachment of the lever substantially as and for the purposes
herein set forth and as illustrated in Figures 6 and 7 of the accompanying
drawings.
(5) The construction and arrangement of rope severing emergency and wedge
brakes substantially as and for the purposes described and as illustrated in Figures 17,
18 and 19 of the accompanying drawings.
(6) The construction and arrangement of hydraulic rail gripping brake cylinders
having drawback springs arranged between the opposite outer heads of the rams
or their attachments substantially as herein described and as illustrated in Figures 8
and 9 of the accompanying drawings.
(7) The combination and arrangement of brake slippers or shoes for gripping
the rails substantially as and for the purposes herein described and as set forth
in Figures 8, 9, 10, 11, 12, 13, of the accompanying drawings.
(8) In incline lifts, incline tramways and tramways or railways for like purposes
the combination and arrangement of parts substantially as herein described and
as illustrated in Figure 1 of the accompanying drawings.
Dated this 23rd day of June 1891.
MARKS & CLERK,
13, Temple Street, Birmingham, Agents for the Applicant.