IMPROVEMENTS IN BRAKES FOR RAILWAY CARRIAGES AND OTHER VEHICLES
Year: 1884

page_text: PROVISIONAL
DEECIFICATION.
I MICHAEL SCHLEIFER, Engineer, a resident of the city of Berlin, in the
Kingdom of Prussia and German Empire do 'hereby declare the nature of the
said invention for "IMPROVEMENTS IN BRAKES FOR RAILWAY CARRIAGES AND
OTHER VEHICLES" to be as follows:-
The present improvements relate to devices used for braking railway carriages
and other vehicles and extend specially to those appliances for the automatic
re-setting of the brake-blocks which can be employed for brakes of all systems,
further to the insertion of an elastic joint in the brake in order to prevent the
maximum pressure becoming excessive, especially in the case of spindle brakes, and
finally to the arrangement and stuffing of the cylinders as they are specially used in
air pressure brakes.
In the accompanying drawings there is represented in Figure 1. one form of the
new appliance for re-setting brake blocks.
In figure 2 the appliance for resetting with differential motion with two
rack bars,
In Figure 3 the appliance for re-setting with differential motion and one
rack bar.
In Figure 1 the new appliance for re-setting is represented in its simplest
construction. The draw bar a for putting on the brake is provided with another
draw bar b which works in a peculiarly shaped socket o.
This socket c has on the inside a projection which serves as a ratchet, so that
when the draw bar a and the rack bar bare moved longitudinally in either one or
the other direction the socket is either carried forward with the rack bar or slides
on it. By means of two pinions fixed laterally in the socket and outside the centre
line of the rack bar the socket c is bedded between the fork shaped brake lever f
and the ratchet is pressed by the weight lever g against the rack bar b. When
the brake is put on and the draw bar moves in the direction of the arrow the
ratchet & will catch in the rack-bar and turn the brake lever f. The upper end of
the latter is provided with a bolt h which slides in the oblong slit i of the bar k.
The other end of this bar k is likewise provided with a rack bar k¹ which slidęs
over the stud fastened to the frame of the carriage

page_text: The length of the slit i is in proportion to the transmission of the lever larger
than the distance, which is desirable between the brake block and the tire (when
the brake is not put on).
•
The resetting of the brake block takes place in the following manner.
When the brake is put on, the bolt h moves forward in the slit i and on arriving 5
at the other end of the slit shoves the bar forwards likewise till the brake-blocks
lic on close. On the brake being slackened the bar ke held by the stud remains in
its position, so that the backward motion of the lever f is limited by the length of
the slit i
When the brake-blocks begin to wear the lever f will gradually take up another 1
position, and in consequence of this the rack bar k' on the bark will be shoved
forward by one cog according to the wear of the brake blocks As the stroke of
the draw bar a is limited, the rack bar b owing to the natural and successive
alteration in the position of the lever f must also change its position to the socket c
and ratchet d, so that in course of time another cog of the rack-bar comes on to 1
catch in its turn.
One modification of the construction represented in Figure 1. can be effected by
doing away with the rack bar k¹ and by causing the bar k to catch directly into
the rack bar c by means of a second ratchet.
The rack bar b is then directly connected with the forked lever f. and the catch
socket c is attached to the draw bar a.
When the brake is put on the bark is carried forward by the rack bar 6 the
length of the slit i in consequence of a weight pressing on k and when the rack bar
is drawn further forward the second ratchet will slide on the rack bar.
When the brake is slackened the backward motion of the rack bar b and lever f
is limited to the length of the slit i as was shown to be the case in the construction
already described.
With the wearing of the brake blocks the second ratchet will gradually catch
one cog farther (to the left in the drawings) in the rack bar b and thus the distance
of the brake block from the tire when the brake is not acting will remain
the same.
It must be remarked further that this form as well as the others herein described
can be applied to all brakes operating on wheels.
This appliance for re setting can be so arranged, that the entire combination of
the catch socket with the draw bar and rack bar and the levers appertaining
.thereto be made in such a manner that a differential motion is produced in the
mechanism so that the use of slits, connecting links pins and any other parts
calculated to keep the brake block at a certain distance from the wheel can be
dispensed with.
In order to do away with the sliti in the construction already described or with
similar appliances, the pinion of the first named construction is put, as the
arrangement in Figure 2 shows, into a lever n¹ which bears the draw and rack
bars a band the lever f is connected with a weight lever.
By means of this, the lever fis turned as before by the rack bar b and the catch
socket c whenever the draw bar a is drawn forward.
с
The rack bar k which is now firmly connected with the lever f moves also in the
same direction as the rack bar b but yet quicker than the latter in proportion to
the lever-arm lengths P PI to P P The differential motion thus arising is
regulated by the choice of the proportion of the lever-arm lengths just named and
of the different cog-divisions in the low rack-bars b and k and in such a manner
that at a certain size of wear in the brake-blocks the rack-bar k is advanced by one
cog on the pinion 1. When after this the brake is slackened and the backward
motion of the appliance effected by the weight-lever S, the rack-bar b, which can
now slide in the catch-socket c, moves quicker than the rack-bar k in proportion
.to the arm-length 00¹ and 0 0" on the lever n', and hereby the rack bar bis
.advanced by one cog in the catch socket c, so that when the the brake is slackened
the brake blocks are at the requisite distance again,

page_text: As shown in Figure 3, this same arrangement can be simplified by dispensing
entirely with one of the rack-bars-For this purpose a second catch-socket c¹ is
applied, which is connected by means of a joint-bar g with the lever f. In this
case also the differential motion arises from the greater distance the second socket c¹
has to travel than the rack-bar b when the brake is put on, so that the former is
advanced by one cog farther on the latter as soon as the wear of the brake-blocks
is correspondingly large-When the brake is put off again and the appliance moved
back by the weight-lever S, the rack bar b is carried on by the socket c¹, and
therefore moves quicker than the first socket c into which the rack-bar 6 now
slides, and is advanced in this manner by one cog and the original position of the
brake blocks is thereby attained again-As in this arrangement the second socket cl
has travelled a longer distance, when the brake is put on (owing to the lever
length P P) than the first socket c does when the brake is slackened (for the way
of this socket in relation to the rack-bar b depends on the lever length P P¹) the
cog division on the rack bar b cannot be the same throughout, but that part of the
rack-bar on which the socket c³ slides must have a greater cog division than that
on which socket c moves.
This different cog-division, which is not always convenient can be avoided by
bedding the revolving catch-socket, which was formerly bedded in the lever f, in a
lever for itself, which can be jointed somewhere to the brake-bar and made to
swing on a firm bolt, or wedged or welded on to the firmly bedded transmission--
shaft of the spindle-brake, or of any other system of brakes.
The fulcrum of this second lever can be placed above or below, the lever itself
responding to draught or pressure and arranged in any desirable position. The
second socket c¹ which now moves on the same rack bar b as the socket σ is.
connected with this lever by a joint bar, so that when the brake is put on and the
brake-blocks worn away a differential motion of the sockets c and c¹ to each other
arises in proportion to the arm-lengths of the second lever, and as the socket c¹
has to travel the shorter distance and remains behind it is advanced on the cog-
division, whereas, when the appliance recedes and the brake put back by the
weight lever S, this differential motion re-occurs in the same sense and the same
size, and owing to the quicker motion of the socket c, which travels now the greater
distance, the latter is now advanced on the cog-division. As the differential motion
is of the same size in both directions the cog-division on the rack bar can be the
same for the whole length-The arrangements described and represented herein
both with one and two rack bars, possess, in comparison with one first described
and represented the great advantage for their functioning well, that they are
perfectly constrained in their course.
The catch sockets used in then can be applied in such a way, that the ratchet &
and the socket c are not of one piece, but that the former is fitted in a particular
casing fastened to the socket, and pressed by means of a spiral spring into the
gearing of the bar. This ratchet can likewise be revolving on a pinion fixed to
the socket c, and is then pressed by a weight into the gearing of the bar.
The brakeman, may especially when using the spindle-brake too powerfully, put
a greater pressure than the construction allows on the brake-bars and on the brake
blocks, which frequently causes the wheels to stop altogether-In systems of this
kind in which the way of the brake-blocks is limited and owing to the unavoidable
elasticity of the braking-parts and their belongings-This often causes a premature
advancement not corresponding with the wear of the brake-blocks, which again
can completely disarrange the brake-blocks-To prevent these evils the following
arrangement now to be described is made.
Under the spindle a spiral spring is bedded by means of a bolt on a cast iron
bracket. The upper part of this bolt forms the step for the spindle. This spring
is spanned by a nut in such a way, that the spanning suffices about the middle
pressure exercised by the spindle on the brake construction Although in brake
systems with appliances for keeping the brake-blocks at the same distance, the
stroke of the spindle is limited to correspond with the transmission yet in all

page_text: constructions of this kind used as yet, and especially in the first half of the wearing
of the blocks, too great a power is exercised from the crank of the spindle, which
blocks the wheels and causes over-advancement and makes the brake-blocks drag.
The use of the appliance is thereby greatly diminished if not rendered illusory.
The construction just described removes these evils, as the over-power exercised
on the brake-spindle can only operate, in a minor degree and in certain limits
according as the spring is pressed together as a really braking force. The brake
spindle sinks as soon as the nut reaches the limiting-ring the maximum pressure is
attained and any further turning of it is rendered impossible even with main force.
The appliance just described can be modified in such a manner, that a corre-
spondingly spanned spring is fitted into the brake draw-bar-All sufficiently
elastic and correspondingly spanned materials can be used, of course in the place
of the spring just named.
All the improvements here represented show brakes for railway carriages
worked by any suitable power (by hand, friction, vacuim or air pressure) which
will always give the best results; the irregularities, which owing to the great
wearing of the brake-blocks ordinarily occur in the operation of such appliances are
completely avoided by the arrangements herein above described and represented in
the drawings.
It will be readily understood that the constructions herein above described and
all embodying the same principles are capable of being considerably varied in
construction without departure from the spirit of this invention.
COMPLETE SPECIFICATION.
I MICHAEL SCHLEIFER of Berlin in the German Empire do hereby declare the
nature of this invention for "IMPROVEMENTS IN BRAKES FOR RAILWAY CARRIAGES 30
AND OTHER VEHICLES and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
The present improvements relate to appliances and arrangements, used for braking
railway carriages and other vehicles and extend especially to appliances and
arrangements for the automatic resetting or adjustment of the brake-blocks, which 38
çan be employed for brakes of all systems, and further to the insertion of an elastic

page_text: Figures 13-16 modifications of the moveable catch.
Figures 17-19 shows an elastic joint in the brake.
In Figure 1 the new automatic appliance for resetting or adjusting brakes is
reprosented in its simplest form-The bar a for applying the brake is attached to
a rack b which is guided and works in a peculiarly shaped socket c.
This socket c which is represented in figures 2 and 3 on an enlarged scale
has upon the inside a projection d, when the bar a and rack b are moved
longitudinally in either one or the other direction the socket is either carried
forward with the rack or slides on it-By means of the journals e. e (Figures 3 & 4)
laterally projecting into the socket outside the centre line of the rack bar, the
socket is held in the forked brake lever fand the tooth or projection d is pressed
by the weighted lever g against the rack 6-When the brake is put on and the
draw bar moves in the direction of the arrow, the tooth d engages the rack and
rotates the brake lever f. The upper end of the latter is provided with the bolt h,
which slides in the oblong slit of the bar -The other end of this bar kis
provided with a rack k₁ which slides over a stud fastened to the frame of the
vehicle or carriage The length of the slit i is in proportion to the transmission of
the lever larger than the distance which is desirable between the brake block and
the tire when the brake is not put on.
The adjustment of the brake block takes place in the following manner.
When the brake is put on the bolt / moves forward in the slit i and on arriving
at the other end of the slit pushes the bar k forward till the brake blocks lie on
close. On the brake being slackened the bar k held back by the stud / remains in
its position, so that the backward motion of the lever f is limited by the length of
the slit i.
When the brake blocks begin to wear, the lever f will gradually take up another
position and consequently the rack k' on the bar k will move forward one tooth
according to the wear of the brake-blocks. As the movement of the draw bar a is
limited, the rack bowing to the natural and successive alteration in the position of
the lever must also change its position with relation to the catch o and tooth &
so that in course of time another tooth of the rack comes into engagement.
Figure 5 shows a modification of the construction represented in Figure 1.-The
rack is here done away with and bar k catches directly into the rack b by means
of a tooth n The rack b is then directly connected with the forked lever fand the
catch is attached to the bar a-When the brake is put on the bark is carried
forward by the rack b the length of the slit i in consequence of a weight pressing
on k and when the rack b is drawn further forward the ratchet n will slide on the
rack. When the brake is slackened, the backward motion of rack b and lever fis
limited by the length of the slit i as was shown to be the case in the construction
previously described,

page_text: With the wearing of the brake blocks the tooth n will gradually advance (to
the left in the figure) on the rack b and thus the distance of the brake block from
the tire when the brake is not acting will remain unaltered.
It must further be remarked that this device for resetting or adjusting brakes
can be applied to any kind of brakes operating on the wheels of vehicles.
In figures 6-12 show this Invention in a modification in which the entire
combination of the catch with the draw bars and the racks and the levers apper-
taining thereto may be made in such a manner that a differential motion is
produced in the mechanism, so that the use of slots converting links,.pins compart-
ments and other similar intermediary parts calculated to keep the brake block at
a certain distance from the wheel, can be dispensed with.
In order to do away with the slot i in the construction shown in Figure 15 or
with similar appliances, in the appliance represented in Figure 6 the stud or
journal 6 of the first named construction is put in a lever n, bearing the draw bar
and rack a³ and the lever f is connected with a weight-lever S.-By these moans
the lever fis turned as before by the rack band the catch whenever the draw bar a
is drawn forward.
The rack k which is now firmly connected with the lever ƒ moves also in the
same direction as the rack b, but yet more quickly than the latter in proportion to
the length of the lever arms P. P¹ to P. P³. "The differential motion thus arising is
determined by the proportion of the lever arm lengths just named and of the teeth
in the racks b and c and in such a manner that when a certain amount of wear in
the brake blocks has taken place the rack k is advanced by one tooth-When the
brake is slackened and the return motion of the mechanism effected by the
weighted lever S, the rack b which can now slide in the catch o moves more
quickly than the rack k in proportion to the lengths of the arms o o¹ and o o² on
the lever and hereby the rack bis advanced, one tooth in the catch o so that
when the brake is slackened the brake-blocks are at the requisite distance again.
As shown in Figure 7 this arrangement can be further simplified by dispensing
entirely with one of the rack bars-For this purpose a second catch o is applied
and connected by means of a link g with the lever f. In this case also the
differential motion arises from the greater distance the second catch or socket o¹
has to travel than the rack b when the brake is put on, so that the former is
advanced by one tooth farther on the latter as soon as the wear of the brake blocks
is correspondingly large.-When the brake is taken off again and the mechanism
makes its return motion by the action of weighted lever g the rack b is carried
onward by the catch o' and therefore moves more quickly than the first catch o
into which the rack b now slides and is advanced in this manner by one tooth and
the desired position of the brake blocks is thereby again attained. As in this
arrangement the second catch o₁ has travelled a longer distance when tho brake is
put on (owing to the length of lever P. P³) than the first catch o does, when the
brake is slackened (for the travel of this catch in relation to the rack b depends on
the length of the lever P P¹) the division of the teeth on the rack bar b cannot be
the same throughout, but that part of the rack on which the socket o₁ slides must
have a greater division and that part of the rack which is provided for the sliding
of the catch o must be made with smaller teeth.
This difference in the teeth which is not always convenient can be avoided
(as shown in Figure 8-12) by journalling the revolving catch c which in the other
form was journalled in the lever f in a separate lever; jointed to the brake bar
and made to swing on a firm bolt or it may be keyed or. fastened on to the
transmission shaft of the spindle brake, or of any other system of brakes-The
fulcrum w of this second lever f can be placed above (as shown in figures 8. 9
and 11) or below (as shewn in figures 10 and 12) the lever itself arranged for
draught or pressure and in any desirable position. The second catch or socket o
which now moves in the same rack b as the socket o (as represented in figure 7) is
connected with this lever by a link, so that when the brake is put on and the

page_text: brake blocks worn away a differential motion of the catches o and o, to each other
arises in proportion to the length of the arms of the second lever and as the
catch o, has to travel the shorter distance and remains behind, it is advanced on
the teeth, whereas, when the appliance recedes and the brake put back by the
weight lever S, this differential notion again takes place in the same sense and to
the same extent and owing to the quicker motion of the catch o, which now
travels the greater distance the latter is advanced on the teeth-As the differential
motion is of the same extent in both directions the cog-division on the rack bar
can be the same for the whole length.
The arrangements therein described and shown with one and two rack bars,
possesses in comparison with the one first described and represented (in Figure 1-5)
the great advantage in operation, that they are perfectly constrained in their course.
The catches may be applied (Figures 13 & 14) in such a manner that the tooth d
and the socket o are not of one piece but with the former is fitted in a casing
attached to the socket and pressed into the teeth of the racks by means of a
spiral spring.
This tooth can likewise be revolving (as shown in Figures 15 and 16) on
journals fitted on the socket o and a weight may be used to maintain it in
engagement with the bar.
The brake man may, especially when using the spindle brake too powerfully,
put on a greater pressure than the construction allows this frequently causes the
wheels to stop altogether-In systems of this kind in which the travel of the
brake blocks is limited and owing to the unavoidable elasticity of the brake parts
and their belonging this often causes a premature advancement not corresponding
with the wear of the brake blocks, which again may completely disarrange the
brake blocks. To prevent these coils the following arrangement shown in
Figures 8. 17 and 18) is employed.
Under the spindle a spiral spring b is fixed by means of a bolt i on a cast iron
bracket a. The upper part of this bolt forms the stop for the spindle d―This
spring is tightened by a nut e until the power of the spring corresponds to the
average pressure exercised by the spindle on the brake.
Although in brake systems with appliances for keeping the brake blocks at the
same distance, the stroke of the spindle is limited to correspond with the
transiDission yet in all known constructions of this kind and especially in the
5 half of the wearing of the blocks too great a power is exercised from the crank
of the spindle which blocks the wheels and too great a forward motion and make
the brake blocks drag-The utility of this device is thereby greatly diminished if
not rendered illusory.
The construction just described obviates these objections, as the excess power
O exercised on the brake spindle can only operate in a minor degree and within
certain limits according as the spring is compressed as a brake force-The brako
spindle descends and as soon as the nut reaches the stop ring or collar, the
maximum pressure is attained and any further turning is rendered impossible even
with main force.
5. The appliance just described can be modified in such a manner that a corre-
spondingly strong spring is fitted into the brake bar as shown clearly in
Figure 19-Any sufficiently elastic materials under suitable tension can be used
for the spring.
The entire arrangements of the improvements represented here show brakes for
Railway Carriages, worked by any power (by hand friction vacuum or air pressure)
which will always give the best results as the irregular ties which owing to the
great wearing of the brake blocks ordinarily occur in the operation of such
devices are completely avoided by the arrangements described and represented
herein.
5 In figures 19 and 20 are shown a brake arrangement wherein the vehicle is
fitted with both air and vacuum brake (M and N respectively) the lift or stroke

page_text: of both may be determined by a ring G and a spring B acting in conjunction with
the band spindle,
Having now particularly described and ascertained the nature of my said
Invention and in what manner the same is to be performed I declare that what
I claim is
1. In a brake an adjusting device mechanism or appliance having a catch or
socket o in combination with the lever f the connection rod and rack a b, and
rack as described and shewn in Figures 1 to 4.
2. In a brake adjusting device, mechanism or appliance the socket or catch c in
combination with the bar a, a single rack b and the rod i, k, p having a tooth n
and the leverf as described and shewn in Figure 5.
3. In a brake adjusting devico the movable catch or socket as described with
reference to Figures 13 and 14 and having a tooth mounted in a separate fitting
or casing and pressed into engagement by means of a spiral spring.
4. In a brake adjusting device, mechanism or applianco the movable catch or
socket with a tooth journalled therein and moved into its proper position by a
weight.
5. In a device, mechanism, or appliance the regulating rack k actuated, operated
by pin hand slot i off, by a rack k firmly connected with the lever ƒ at P
(figure 6) engaging with the tooth on the oscillating lever n¹ whilst the return
motion of the lever fis effected by the counterweighted lever S.
6. The use of a set of coarser teeth on the rack b instead of a separate rack,
a second catch, or socket c' (figure 7) working in these teeth, which catch is
analogous to the first and connected at P2 by link g to the forked lever f.
7. The use, instead of the arrangements indicated in the last two claims of a
lever F inserted in the brake connections and suitably fulcrumed, which lever Fis
connected by a link g with the catch c working on the rack b, see figure 8.
8. The insertion of a suitable elastic organ working at a convenient tension into
the brake gear by means whereof and of the adjusting gear such as herein above
described, the exertion by the spindle brake of more than a certain maximum
pressure is avoided, substantially as represented in Figures 8 to 17.
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