IMPROVEMENTS IN RAILWAY BREAKS, AND IN APPARATUS CONNECTED THEREWITH, PART OF WHICH IMPROVEMENTS IS APPLICABLE TO THE REGULATING THE PRESSURE OF STEAM, AIR, GAS, OR WATER FOR VARIOUS USEFUL PURPOSES
Year: 1868

page_text: LETTERS PATENT to William Naylor, of Mildmay Park, in the County
of Middlesex, Engineer, for the Invention of "IMPROVEMENTS IN
RAILWAY BREAKS, AND IN APPARATUS CONNECTED THEREWITH, PART OF WHICH
IMPROVEMENTS IS APPLICABLE TO THE REGULATING THE PRESSURE OF STEAM,
AIR, GAS, OR WATER FOR VARIOUS USEFUL PURPOSES."
Sealed the 6th April 1869, and dated the 28th November 1868.
PROVISIONAL SPECIFICATION left by the said William Naylor at
the Office of the Commissioners of Patents, with his Petition, on
the 28th November 1868.
I, WILLIAM NAYLOR, of Mildmay Park, in the County of Middlesex,
Engineer, do hereby declare the nature of the said Invention for "IM-
PROVEMENTS IN RAILWAY BREAKS, AND IN APPARATUS CONNECTED THEREWITH, PART
OF WHICH IMPROVEMENTS IS APPLICABLE TO THE REGULATING THE PRESSURE OF
STEAM, AIR, GAS, OR WATER FOR VARIOUS USEFUL PURPOSES," to be as
follows:-
My Invention relates to means or apparatus for applying nearly

page_text: The first part of my Invention relates to continuous brakes, and
consists according to one arrangement of weighted levers suspended by
a rope or chain passing under or along each vehicle over fixed pullies
and under pullies attached to the weighted brake levers, which weights
act by their force through levers, links, or other well-known and suitable
means and connections upon the brake blocks, thereby forcing them
against the periphery of the wheels of the carriage. A second weighted
lever may be employed in connection with the lever above described for
the purpose of adding to the power when the brake is put into action as
the distance between the vehicle composing a train varies as the draw
springs are distended or the buffing springs are compressed; or when a
varying length of coupling chains connecting the vehicles together is
used I propose to counteract these variations by two or more bars and a
connecting piece or pieces carrying a pulley or pullies, under which the
rope or chain passes from vehicle to vehicle. These bars in their normal
condition are bent down to an angle of about 45 degrees, and as any two
carriages approach nearer together the bars become more bent down
through their joints and pins, and take up the slack which would other-
wise occur in those portions of the rope or chain which extend between
the carriages, consequently the break levers are when required ready for
being lowered one after another in rapid succession, and either a portion
or the entire series may be brought into action. The break levers are
raised and the brakes withdrawn from the wheels by hauling in the
chain or rope at one or both ends until all are lifted.
According to another arrangement of continuous break I substitute
helical or other springs for the weights for exerting the necessary force
for putting on the breaks; these springs are carried upon and are
parallel or nearly so to the break levers, or they may be attached at one
end of the carriage. The force of the said springs may be adjusted, if
desired, by a screw, bolt, or otherwise. One end of each spring abuts
against a shoulder on a tubular spindle connected either directly to a
snug on the break lever, or by a pin to an eye in the end of an
adjustable screw bolt, or connected to the carriage itself, whilst the
opposite end of such spring bears against another shoulder on a rod or
spindle which works inside the before-mentioned tubular spindle, and so
forms a guide. To the extreme front end of the inner spindle are jointed
two bars or two pairs of links. The opposite end of the upper bar or
pairs of links is jointed to a fixed centre in the framing of the carriage

page_text: or other vehicle, whilst the corresponding end of the lower bar or pair of
links is jointed to the break lever, thus a knee-joint action is obtained
when applying the breaks. Or both the weight and spring may be
dispensed with, and the breaks applied by causing the rope or chain to
lift the break levers when applying the force for putting on the breaks.
The hauling of the continuous chain or rope for the purpose of drawing
off or applying the breaks, as the case may be, may be effected by the
guard working a capstan or windlass of sufficient multiplying power, or
by a small steam engine in connection with the boiler of the locomotive,
or by steam, air, or water power acting direct upon a piston working in a
cylinder in the guard's van, such piston bringing into action "a fuzee,"
round which the continuous chain or rope passes. By the use of the
fuzee the power required to be exerted when lifting the series of break
levers in succession is equalized. In order to supply the steam or other
medium of pressure to the break-actuating cylinder or cylinders on the
engine or guard's van or both, a three or four way cock, as the case may
be, is fitted on the engine and in the van, such cocks being connected
together by a jointed pipe passing under the tender to the guard's van,
and being also connected with the boiler or other source of pressure and
with the break-actuating cylinder or cylinders; by means of these cocks
either the driver or the guard, or both together, turn the steam or other
medium into the break cylinder or cylinders, and so take off or apply the
breaks, as the case may be. In cases where the breaks are lifted off by
turning the fuzee by hand a strap or other break applied to a pulley on
the fuzee shaft serves to hold them off. By attaching a cord to the
fuzee break lever the driver or guard can apply the breaks by simply
taking off the friction from the fuzee shaft and allowing it to revolve
freely and the breaks to descend by their own gravity or otherwise. In
order to regulate the pressure of the steam or other medium employed
for actuating the breaks I propose to use a pressure regulator consisting
of an unequally bored cylinder or cylinders in which work three pistons,
one of such pistons being of smaller diameter than the other two. The
steam or other medium enters between the two equal sized pistons and
passes thence to the break actuating cylinder; a communication is made
between the branch which leads to the break actuating cylinder and the
space between the small and larger piston, so that when the pressure is
sufficiently high to lift the pistons, which are suitably weighted to the
required amount of pressure, the inlet of steam or other medium will be
wholly or partially cut off until the pressure in the break actuating

page_text: cylinder has been reduced to the required amount.
This pressure
regulator is equally applicable to the regulating the pressure of illu-
minating or other gas when compressed or stored at a higher pressure
than that at which it is desirable it should be used; also for regulating
the pressure of water issuing from service or other pipes, or for
regulating the pressure of compressed air or high-pressure steam for
actuating motive-power engines for other purposes where a reduction
of pressure is a desideratum.
According to another arrangement water or air pressure may be used
acting against a piston or ram, which by a series of pullies moving a
proportionate short distance draw the single line of rope or chain. The
water or air pressure may be obtained by the use of a pump worked
by an eccentric on one of the axles of the vehicle carrying the guard or
breaksman. The pump can be worked through the medium of a slotted
link; to one end is attached the eccentric rod, to the other end a
radiating rod, but without movement; when the eccentric rod end of the
link is moved to the pump it is put to work, and when the necessary
force has been attained a pressure gauge moves the slotted link so as to
bring the still end of the link to the pump, and it ceases to work. As
a reservoir of power an accumulator or air vessel may be employed,
and in case the breaks should be down and the accumulator exhausted,
by which there would be no means of putting the ordinary pump to
work, a pump worked by hand may be employed for the purpose.
The second part of my Invention relates to self-acting breaks, and
consists in actuating the break levers either by the gravity of a dead
weight or by the action of a helical or other spring. When a weight
is used I prefer to make it in the form of a disc, and I pivot it
eccentrically but loosely to the frame of the vehicle or to a bracket
attached thereto; to a pin in the centre of this disc I connect the upper
end of a short link, the lower end of which is attached to the break
lever. So long as the break lever is elevated (the breaks being off) the
pivotted weight will have its centre of gravity perpendicular over the
supporting pivot, and consequently no weight is given out to the break
lever. When the break lever is lowered for the purpose of applying
the breaks the disc revolves as an eccentric upon its pivot, and the
position of its centre of gravity is changed so as to cause it to act
through the link upon the break lever, and thereby hold the breaks on.
The break lever is lifted and the breaks taken off by the action of the

page_text: draw bar itself through the intervention of a blade spring or a pair of
helical or other springs which are in connection with a lever arm or
arms on a rocking shaft carried in bearings attached to the buffer beam
or other convenient part of the vehicle; this rocking shaft carries an
additional lever arm, which is connected by a link or links with the
end of the break lever. By the interposition of the blade or other
spring or springs any sudden shocks upon the draw gear of the wagon
will be cushioned before they can influence injuriously the actual break
mechanism. As the draw bar is drawn out it first deflects or compresses
the blade or other spring or springs above referred to, and these springs
by acting upon the ends of the lever arms cause the rocking shaft or
shafts to rotate partly and elevate the break lever or levers. By the
time the draw bar has moved sufficiently to lift the break lever it is
prevented from further continued action upon the springs before referred
to by a guard or stop sliding along the draw bar coming in contact with
the headstock, the draw bar being still free to transfer its tractive strain
to one or more other volute or other springs. When the buffers of the
wagons approach each other, and the coupling chains are slack the
draw bars will be forced inwards by the action of the springs in con-
nection therewith, together with the normal weight of the levers, and the
breaks will be applied automatically. Or the break lever may be lifted
by the direct action of the draw bar upon the lever or levers of the
rocking shaft or shafts without the intervention of springs. Or in lieu
of this mode of lifting the break lever a chain may be used passing over
and round pullies; one end of this chain is attached to the break lever,
whilst the other end is connected to the end link of the coupling chain.
The chain which is connected to the break lever must be so much
shorter than the draw coupling chain of the wagon as the distance the
lever has to be lifted; thus when the coupling chains are being
tightened the shorter chain in connection with the break lever first
comes into action, lifts the lever, and takes off the breaks. In order to
suspend the action of any one or more of these breaks I employ a
weighted trigger or catch acted upon by a moveable weight, which
weight, by being placed on one or the other side of the fulcrum of the
trigger or catch, brings it into action so as to prop up the break lever
or throws it out of action, thereby leaving the break lever free to
descend. I also apply this trigger or catch to the break levers of the
continuous action breaks herein-before described to be used when
breaking up a train or when removing a carriage. In lieu of the pivotted

page_text: weight before referred to for applying the break I in some cases sub-
stitute a helical spring, which is carried upon the break lever in the
manner herein-before described with reference to the continuous breaks
When the breaks are off the lower bar or pairs of links which is shorter
than the upper one is in such a position as to be in a direct line with
the longitudinal axis of the break lever or parallel thereto or nearly so
and with that of the spring, hence no downward pressure whatever is
exerted upon the break lever; but so soon as the break lever is depressed
the angle assumed by the upper and lower bars or pairs of links will
cause a knee joint action to take place, the spring then tending to depress
the break lever, and apply the breaks. The lifting of the lever and the
taking off of the breaks is effected by the outward movement of the
draw bar, or by the coupling chains in the manner herein-before
described in reference to the preceding modification. The break levers
herein-before referred to are attached to a way shaft which carries near
one or both ends one or a pair of short lever arms to which are suspen-
ded a vertical link or links. The lower ends of these links are jointed
to a bar or bars, or pair or pairs of links laying at an angle of about 60°
from the perpendicular when the break is on. To the outer ends of the
said bar or bars or pair or pairs of links are also jointed bars proceeding
direct to the break blocks, any further depression of the break lever
increases the angle of the inclined bar or bars, and in proportion as this
angle increases up to 90° from the perpendicular so is the power applied
to the breaks augmented. In lifting the break lever the angle of the
inclined bar or bars is reduced and the break blocks are withdrawn
from the wheels.
By attaching a self-acting break such as above described to a portion
of a goods train any tendency of such train to move backwards will put
the break fully on as it is self-acting, and that whether the guard or
breaksman be attending to it or not.
In case of its being necessary for the train to move backwards, such
as shunting into a siding, the trigger or catch herein-before referred to
may be used.
A further part of my Invention relates to tender breaks, and consists
in having a steam cylinder and piston attached by its rod to, one end
of a lever of the first order, the other end of such lever being attached
to the end of the tender break lever, by a bar or links and universal
joints. The steam power may be regulated by the peculiar pressure

page_text: regulator (herein-before described) so as to be equal only to the maximum
power of the stoker with the ordinary means at present in use, provision
is made for applying the break by the ordinary break screw in case of
the steam pressure failing through any accident. This power may be
exerted almost instantaneously as time in preventing collision is of great
importance.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Naylor in the Great Seal Patent Office on
the 28th May 1869.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
NAYLOR, of Mildmay Park, in the County of Middlesex, Engineer, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-eighth day of November, in the
year of our Lord One thousand eight hundred and sixty-eight, in the
thirty-second year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, the said William Naylor, Her special
license that I, the said William Naylor, my executors, administrators,
and assigns, or such others as I, the said William Naylor, my executors,
administrators, or assigns, should at 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 BRAKES, AND IN APPARATUS CONNECTED THEREWITH, PART OF WHICH
IMPROVEMENTS IS APPLICABLE TO THE REGULATING THE PRESSURE OF STEAM, AIR,
GAS, OR WATER FOR VARIOUS USEFUL PURPOSES," upon the condition (amongst
others) that I, the said William Naylor, my executors or administrators,
by an instrument in writing under my hand and seal, 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 Naylor, do hereby declare
the nature of my said Invention, and in what manner the same is to

page_text: to performed, to be particularly described and ascertained in and. by
the following statement, reference being had to the accompanying
Drawings, and to the letters and figures marked thereon, that is to
say:―
My said Invention relates to means or apparatus for applying nearly
simultaneously any number of brakes to carriages, waggons, or any
other description of railway vehicles.
The first part of my Invention has reference to continuous brakes,
and is illustrated by Sheet 1 of the accompanying Drawings.
The second part of my Invention has reference to self-acting brakes
and is illustrated on Sheet 2 of my Drawings. The same letters of
reference indicate corresponding parts throughout all the Figures.
Figure 1 (Sheet 1) represents in side elevation the adjoining ends of
two goods waggons with my peculiar arrangement of continuous
weighted brakes applied thereto, these brakes being combined with a
continuous rope or chain acted upon by hand power, or by water, air,
or steam pressure. The same arrangement is also applicable to
railway carriages. A is the wagon framing, and B is a portion of one
of a series of weighted brake levers attached to one side of or under-
neath each waggon or carriage and each being weighted with a peculiar
pivotted weight C. I prefer to make this pivotted weight in the form
of a disc, and I pivot it eccentrically but loosely to the frame A of the
vehicle, or to a bracket 12 attached thereto. To a pin 13 in the centre
of this disc I connect the upper end of a short link 14, the lower end of
which is attached at 15 to the brake lever B. So long as the brake
lever is elevated (the brakes being off) the pivotted weight C will have
its centre of gravity (as shewn in Figure 1) perpendicular over the
supporting pivot 12, and consequently no weight is given out to the
brake lever, but when the brake lever is lowered for the purpose of
applying the brakes the disc C revolves as an eccentric upon its pivot
12 and the position of its centre of gravity is changed so as to cause it to
act through the link 14 upon the brake lever B, and thereby hold the
brakes on as shewn in Figure 1. This pivotted weight is also applicable
to the levers of the self-acting brakes herein-after described. Each
brake lever B is connected to a way shaft D which applies the two
brakes on the same side of the wagon by the action of the short lever
arms E, E', and push rods F, F'. The several brake levers weighted
as herein-before described are suspended by a rope or chain G (shewn

page_text: in dotted lines) passing under or along each vehicle over fixed grooved
guide pullies H, and under pullies I attached to the weighted brake
levers B, such rope or chain being actuated in the manner herein-after
described. The several brake levers act by the gravity of the pivotted
weight C through the levers E, E', and push rods F, F', or other well
known and suitable means and connections upon the brake blocks,
thereby forcing them against the peripheries of the wheels of the
carriages or wagons.
The constant variation in the distance between
the vehicles composing a train according as the draw springs are
distended, or the buffing springs are compressed, or according as a
varying length of coupling chains connecting the vehicles together is
used, may be compensated for by two or more radial levers or links
K, K, similar to those described and illustrated in the Specification of
Letters Patent granted to Austin Chambers and William Harrison
Champion, bearing date the Tenth of February, One thousand eight
hundred and fifty-seven, No. 385, such links being combined with a
connecting piece or pieces L carrying a pulley or pullies M under which
the rope or chain G passes from vehicle to vehicle, consequently the brake
levers B are when required ready for being lowered one after another in
rapid succession, and either a portion or the entire series may be brought
into action. When there is but little variation in the length of buffers
these compensating links may be dispensed with as shewn in Figure 2.
The brake levers B are raised and the brakes withdrawn from the wheels
by hauling in the chain or rope G in the manner herein-after described
at one or both ends, until all the levers are lifted.
Figures 2 and 3 represent side elevations of an improved arrangement
of continuous brake, in which I substitute helical or other springs C
for the pivotted weights for exerting the necessary force for putting on
the brakes. These springs may be attached at one end to the carriage
frame A as shewn at a in Figure 2, or they may be attached to lugs a',
on the brake levers themselves as shewn in the arrangement Figure 3,
out in either case they should be parallel or nearly so to the brake
evers B. The force of the springs C may be adjusted if desired by a
crew bolt b as shewn in Figure 3 or otherwise. In one arrangement
ne end of the spring abuts against a shoulder c on a tubular spindle d
onnected either directly to the lug on the brake lever (Figure 3), or
y a pin to an eye in the end of an adjustable screw bolt connected to the
arriage itself (Figure 2), whilst the opposite end of such spring bears

page_text: against another shoulder e on a rod or spindle f which works inside the
before mentioned tubular spindle d, and so forms a guide. To the
extreme front end of the tubular spindle are jointed at g two bars or two
pairs of links h, h'. The opposite end of the upper bar or pair of links h,
is jointed to a fixed centre i in the framing of the carriage or other
vehicle, whilst the corresponding end of the lower bar or pair of links h¹
is jointed to the brake lever at h, thus a knee joint action is obtained
when applying the brakes. On releasing the rope or chain G the
springs C by their expansive action, will tend to straighten the toggle
or knee jointed links h, h', thereby forcing downwards the brake levers
B, and applying the brakes, the greatest force being applied when the
blocks are in contact with the wheels, as by that time the knee jointed
links will have approached a straight line, the positions of the several
brake levers and parts connected therewith when the brakes are applied
are shewn by the centre lines drawn in red ink in the several Figures.
Figure 4 represents another modification of continuous brakes wherein
both the pivotted weight and spring are dispensed with, and the brakes
are applied by causing the rope or chain G to lift the brake levers B when
applying the force for putting on the brakes. Figures 3 and 4 further
illustrate the application of a knee or toggle-joint action to the push rods
F, F, of the brakes. For this purpose the brake-levers B herein-before
referred to are attached to a way shaft D which carries near one or both
ends one or a pair of short lever arms E, E', to each of which there is
suspended a vertical link or links N, N. The lower ends of these links
(one of which is longer than the other) are jointed to a bar or bars, or
pair or pairs of links O laying at an angle of about 60° from the per-
pendicular when the brake is on. To the outer ends of the said bar or
bars, or pair or pairs of links O, are also jointed the push rods F, F',
proceeding direct to the brake blocks P, P'; any further depression of
the brake lever in Figure 3 increases slightly the angle of the inclined
bar or bars O from the perpendicular, and in proportion as this angle
increases up to 90° from the perpendicular so is the power applied
to the brakes augmented. In lifting the brake lever the angle of the
inclined bar or bars O is reduced, and the brake blocks are withdrawn
from the wheels. If preferred the ordinary way shaft levers and rods
may obviously be employed. In Figure 4 the angle of the bar or bars O
is reversed in order that the toggle joint action may come into play and
apply the brakes when the lever B is lifted. The hauling of the con-
.

page_text: tinuous chain or rope G for the purpose of drawing off or applying the
brakes, as the case may be, may be effected in various ways, for example,
by means of an ordinary capstan or windlass of sufficient multiplying
power worked by the guard, or by a small steam engine in connection
with the boiler of the locomotive, or by steam, air, or water power acting
directly upon a piston working in a cylinder in the guard's van, such
piston bringing into action a "fuzee" round which the continuous chain
or rope passes.
Figure 1 (Sheet 2) represents a side elevation of a peculiar fuzee-
shaped crab or windlass intended to be fixed in the guard's van and to
be actuated by hydraulic pressure, or by steam or air, or if occasion
should require it by the hands of the guard himself by the aid of the
gearing connecting therewith; Figure 2 is a front elevation of the same.
Q is a cylinder within which works a piston, the piston rod forming a
toothed rack R working in the guide S and gearing with a pinion T
fast on the axis of a grooved fuzee U mounted in bearings in the two
standards V, V. This axis also carries a spur wheel W in gear with a
pinion X fast on the axis Y of a spur wheel Z, which gears with another
pinion Z' mounted on the shaft 7 of the winch handle m; n is a brake
strap embracing a brake pulley fast on the axis of the fuzee and brought
into action by releasing the weighted brake lever o to which is attached
a chain p for the guard to lay hold of when lifting or taking off the
brake from the fuzee shaft; q is a pipe opening into the bottom of the
cylinder Q for the admission of water or other liquid or steam or com-
pressed air below the piston. The rope or chain G which operates upon.
the several brake levers B is wound upon the fuzee barrel U so that on
rotating the latter by the action of the rack R on the pinion T the
several brake levers will be lifted and the brakes taken off or applied,
as the case may be. By the use of the fuzee the power required to be
exerted when lifting the series of brake levers in succession is equalized.
In order to supply the water, steam, air, or other medium of pressure to
the brake actuating cylinder or cylinders Q for applying or lifting off
the brakes a three or four way cock, as the case may be, is fitted on the
engine and in the guard's van, such cocks being connected together by
a jointed pipe passing under the tender to the guard's van, and being
also at one end connected with pumps or with a hydraulic accumulator,
or with the boiler or other source of pressure, and at the other end with

page_text: the brake actuating cylinder or cylinders Q by the pipe q. By means of
these cocks either the driver or the guard or both together may turn the
water, steam, or other medium of pressure into the brake actuating
cylinder or cylinders Q, or allow such medium of pressure to escape
therefrom and so take off or apply the brakes, as the case may be. In
cases where the brakes are lifted off by turning the fuzee U by hand the
strap or other brake n applied to the brake pulley on the fuzee shaft
serves to hold them off. By attaching a cord or chain p to the fuzee
brake lever o the driver or guard can apply the breaks by simply taking
off the friction from the fuzee shaft and allowing it to revolve freely, and
the breaks to descend by their own gravity or otherwise. In order to
regulate the pressure of the steam or other medium employed for
actuating the breaks I propose to use a pressure regulator, which is
represented in vertical section at Figure 3 (Sheet 2), consisting of an
unequally bored cylinder or cylinders in which work three pistons s, s,
and t, one of such pistons t being of smaller diameter than the other
two. The steam or other medium enters at u between the two equal-
sized pistons s, s, and thence passess to the brake actuating cylinder Q
herein-before referred to by the branch w. A communication is made
between the branch w which leads to the brake actuating cylinder and
the space between the small and larger piston t and s respectively, so
that when the pressure is sufficiently high to lift the pistons, which are
suitably weighted, to the required amount of pressure by the weight x
the inlet of steam or other medium will be wholly or partially cut off
until the pressure in the brake actuating cylinder Q has been reduced
to the required amount. This pressure regulator is obviously applicable
to the regulating the pressure of steam, air, gas, or liquids for various
other useful purposes. Or the water, air, or steam pressure may be
caused to act against a piston or ram in a cylinder, which piston or ram
by a series of pulley blocks and tackle moving a proportionate short
distance draws the single line of rope or chain G herein-before referred
to in lieu of using a fuzee.
Figure 3 (Sheet 2), represents a pump and self-acting apparatus for
working the same from one of the axles of the rolling stock for the
purpose of obtaining the necessary water or air pressure for actuating
the brakes. 28, represents a pump or pumps supplied from a a suitable
tank through a suction pipe at 29, and worked by an eccentric 30

page_text: on one of the axles 31 of the vehicle carrying the guard or brakesman.
This pump is either in direct communication through the pipe q, with
the brake actuating cylinder Q herein-before described, or with an
accumulator. The pump 28 is worked through the medium of a slotted
link 32. To one end of this link is attached the eccentric rod 33, and
to the other end a radiating rod 34 concentric with the axle, and con-
sequently without movement. When the eccentric rod end of the link
is moved to the pump as shewn in the Drawing, it is put to work, and
when the necessary force has been attained a pressure guage 35 in
connection with the pump 28 by the branch pipe 36 moves the slotted
link 32 so as to bring the still end thereof to the pump, when it at once
ceases to work. This pressure guage consists of a cylinder having a
piston or plunger working therein, and connected by the rods 37 to the
slotted link 32. The necessary amount of pressure is regulated by the
weight 38 suspended to the lifting rods 37.
Figure 4 (Sheet 2) is a sectional elevation of an accumulator or air
vessel which may be employed as a reservoir of power when using com-
pressed air or water for actuating the piston of the brake cylinder Q
herein-before referred to. This accumulator which may be placed in
the guard's van or on the engine consists of a cylinder y open at the top
and closed at the bottom, and provided with a packing or cup leather z.
Within this cylinder and cup leather packing works the piston 1, which
is connected at its upper surface by four links 2, 2, to corresponding
bent or compensating levers 3, 3, working on centres 4, 4, carried in lugs
cast on the rim of the cylinder. The opposite ends of these levers are
connected to rods or spindles 5, 5, which work in tubular guiding spindles
6, 6, jointed at their lower ends 7, 7, to lugs cast on the base of the
accumulator. Shoulders 8, 8, and 9, 9, are formed on the inner and
outer spindles respectively, between which shoulders are compressed the
helical springs 10, 10, having a constant tendency to force up the outer
ends of the bent or compensating levers 3, and to depress the piston.
Two openings 11 and q are made in the bottom of the accumulator, into
each of which is fitted a pipe, the pipe at 11 being the inlet pipe for air
or water, which is forced by a pump or pumps worked from one of the
axles of the rolling stock as herein-before described, or by hand or other-
wise into the accumulator so as to elevate the piston 1, and compress
the springs 10. The pipe at 7 is the outlet pipe, which leads from the

page_text: accumulator to the brake actuating cylinder Q herein-before referred to,
through the three-way cock of which horizontal sectional diagrams
shewing the different positions of the plug are given at Figure 5. In
these diagrams a is the pipe leading to the accumulator; q, the pipe
leading to the brake-actuating cylinder Q; and e is the escape or exhaust
pipe. Supposing the several brakes to be off, the brake levers being held
up by the rope or chain G, which is kept in a state of tension by the
pressure maintained against the position in the cylinder Q, this con-
dition will be maintained so long as the plug of the three-way cock is in
the position of diagram No. 1, the cylinder Q being shut off both from
the accumulator and the escape pipe; then should it be required to apply
the weighted or spring actuated brakes, the guard has simply to turn the
plug of the three-way cock into the position of diagram No. 2, so as to
allow the water or air to escape from the cylinder Q by the escape
pipe e, when the several brake levers will descend and apply the brakes.
The accumulator in the meantime has been charged by its p
pump or pumps
and is ready for action when the brakes are to be lifted off. For this
purpose the guard has simply to turn the plug of the cock into the
position No. 3 so as to close the escape pipe and bring the accu-
mulator into direct communication with the cylinder Q, the pressure
thereby exerted upon the piston in the cylinder Q causing the fuzee to
rotate and haul up the rope or chain G and so lift the several brake levers
in succession, the fuzee increasing in its power as the rope approaches the
centre in the act of being wound up. So soon as the brakes have been
all lifted off, the guard returns the plug of the three-way cock to its
normal position, again shewn in diagram No. 1, which imprisons the
water or air in the cylinder Q till the next time the brakes are to be
applied. The above of course refers only to the weighted or spring
actuated brakes, but when neither a weight nor spring is used as in the
arrangement shewn at Figure 4 (Sheet 1) then the normal position of
the brake actuating piston would be at the bottom in lieu of at the top
of the cylinder Q, and the three-way cock would be in the position
shown in diagram No. 2. When the said brakes are to be applied the
cock must be turned to the position No. 3 in order to bring the accu-
mulator (which has been charged in the meantime) into direct
communication with the cylinder Q through the pipe q whereupon the
fuzee will commence to wind up the rope or chain G with a gradually
increasing force until all the brakes have been applied. If the plug of

page_text: the cock be now turned to the position No. 1 the cylinder Qwill
be kept full and the brakes will continue in action until again released
by the escape of the water or compressed air from the brake actuating
cylinder.
The second part of my Invention relates to self-acting brakes, and
consists in actuating the brake levers either by the action of a helical
or other spring and toggle or knee joint levers, or by the action of the
be
peculiar pivotted weight as herein-before described, which may
combined with a peculiar arrangement of mechanism for connecting the
brake levers with the draw bars.
Figure 6 represents the spring and knee-joint arrangement.
According to my improved mode of lifting the brake levers and taking
off the self-acting brakes by the action of the draw bar 16 shown in
Figure 6, I employ a blade spring or a helical or other spring 17 which
is in connection with a lever arm or arms 18 on a rocking shaft 19
carried in bearings attached to the buffer beam or other convenient part
of the vehicle. This rocking shaft carries an additional and longer lever
arm 20 which is connected by a link or links 21 with the brake lever B.
By the interposition of the blade or other spring 17 any sudden shocks
upon the draw gear of the vehicle will be cushioned before they can
influence injuriously the actual brake mechanism, since as the draw bar
is drawn out it first deflects or compresses the blade or other spring 17
above referred to, and this spring by acting upon the end of the lever
arm 18 causes the working shaft or shafts 19 to rotate partly and elevate
the brake lever or levers B. By the time the draw bar has moved
sufficiently to lift the brake lever it is prevented from further continued
action upon the spring 17 before referred to by a guard or stop fixed on
the draw bar coming in contact with the headstock whilst the brake
lever is lifted by the force pent up in the spring 17. When the buffers
of the wagons approach each other and the coupling chains are slack the
draw bars 16 will be forced inwards by the normal weight of the brake
levers B acting through the levers 18 and 20, and consequently the
brakes will be applied automatically either by the spring and toggle
joint or by the pivotted weight as the case may be. In order to suspend
the action of any one or more of the brakes-herein-before described I
employ a weighted trigger or catch 22, shown in detail side elevation
and edge view on a larger scale at Figures 7 and 8 (Sheet 2), and as

page_text: applied in Figure 6. This trigger or catch is carried by a bracket or
lever guide 23 bolted to the framing A of the vehicle and is acted upon
by a moveable weight 24, which weight by being moved by the brakes-
man or attendant along the slot 25 can be placed on one or the other
side of the fulcrum 26 of the trigger or catch 22 thereby bringing the
catch into or throwing it out of action so as to prop up the brake lever B
in the one case, or to throw it out of action in the other case wherein the
prop or catch at 27 is removed, thereby leaving the brake lever B free
to descend. I also propose to apply this trigger or catch to the brake
levers of the continuous action brakes herein-before described to be used
when breaking up a train or when removing a carriage. By attaching a
self-acting brake, such as above described, to a portion of a goods train
any tendency of such train to move backwards will put the brake fully
on whether the guard or brakesman be attending to it or not. In case
of its being necessary for the train to move backwards, such as shunting
into a siding, the trigger or catch herein-before referred to may be used.
Or these brakes may be applied without the self-acting apparatus as
when the levers are lowered by hand the pivotted weight or the spring
and toggle joint levers or links will keep up a constant pressure of the
brakes upon the wheels thus dispensing with the dangerous operation of
pinning down the brake levers.
'Having now described and particularly ascertained the nature of my
said Invention, and the manner in which the same is or may be used or
carried into effect, I would observe in conclusion that I am aware it
has been proposed to employ self-acting and continuous brakes wherein
the levers are weighted so that the brakes will always press on the
wheels unless lifted, and that it has been proposed to lift such weighted
brakes by a rope or chain connected to the draw bars or worked by
steam pressure or by hand, and that I do not therefore claim any such
arrangement; but what I consider to be novel and original and therefore
claim as the Invention secured to me by the herein-before in part recited
Letters Patent is,--

page_text: Second. The application and use of the peculiar pivotted weight for
the purpose of applying the necessary force upon the brake levers and
through them to the brake blocks against the wheels, substantially as
herein-before described.
Third. The mode of applying continuous brakes without the aid of
either weights or springs by lifting the several brake levers by a rope or
chain extending along the whole or a portion only of the length of the
train, as herein-before described and illustrated by Figure 4 (Sheet 1) of
my Drawings.
Fourth. The use of a fuzee worked by steam, compressed air,
hydraulic pressure, or manual labour, for the purpose of winding up the
rope or chain of continuous action brakes, substantially as herein-before
described.
Fifth. The combination of a fuzce, piston, and brake actuating
cylinder, arranged and operated substantially as and for the purpose
herein-before described.
Sixth. The use of a brake actuating piston and cylinder in com-
bination with a set of pulley blocks or tackle for hauling in the rope or
chain of the continuous brakes of railway trains, substantially as herein-
before described.
Seventh. The peculiar construction of pressure regulator, and its
application to railway brake mechanism and other purposes, as herein-
before described.
Eighth. The combination of a pressure regulator with a three-way cock
or cocks, and with a brake-actuating piston and cylinder, substantially
as and for the purpose herein-before described.
Ninth. The combination of an accumulator or air vessel with a three-
way cock or cocks, force pump or pumps, and brake actuating piston
and cylinder, as herein-before described.
Tenth. The peculiar self-acting link motion for working the pump or
pumps of brake actuating mechanism from the axle of one of the vehicles
in a train as herein-before described.
Eleventh. The combination of a helical or other spring on the draw
bar with two or more levers on a rocking shaft for taking off the brakes
of self-acting railway brakes, as herein-before described.

page_text: Twelfth. The peculiar weighted trigger or catch for releasing and
ropping up the levers of railway brakes, as herein-before described.
In witness whereof, I, the said William Naylor, have to this my
Specification set my hand and seal, the Twenty-seventh day of
May One thousand eight hundred and sixty-nine.
W. NAYLOR. (L.S.)