IMPROVEMENTS IN BRAKES FOR RAILWAY CARRIAGES, AND IN SIGNALLING APPARATUS IN CONNECTION THEREWITH, WHICH IMPROVEMENTS ARE ALSO PARTLY APPLICABLE TO OTHER PURPOSES."
Year: 1868

page_text: LETTERS PATENT to Thomas Comfield, the younger, of Queen's
Road, Buckhurst Hill, Chigwell, in the County of Essex, for the
Invention of "IMPROVEMENTS IN BRAKES FOR RAILWAY CARRIAGES, AND
IN SIGNALLING APPARATUS IN CONNECTION THEREWITH, WHICH IMPROVEMENTS
ARE ALSO PARTLY APPLICABLE TO OTHER PURPOSES."
PROVISIONAL SPECIFICATION left by the said Thomas Comfield at
the Office of the Commissioners of l'atents, with his l'etition, on
the 17th June 1868.
I, THOMAS COMFIELD, the younger, of Queen's Road, Buckhurst Hill,
Chigwell, in the County of Essex, do hereby declare the nature of
the said Invention for "IMPROVEMENTS IN BRAKES FOR RAILWAY CARRIAGES
AND IN SIGNALLING APPARATUS IN CONNECTION. THERE WITH, WHICH IMPROVEMENTS
ARE ALSO PARTLY APPLICABLE TO OTHER PURPOSES," to be as follows:-
My Invention relates more particularly to certain new and peculiar
arrangements and methods of constructing and operating both
continuous brakes for railway trains, and brakes limited to a single
railway carriage, and it also comprises a system of signalling for the
brakes to be applied.

page_text: One part of my Invention consists in certain methods of applying the
requisite power for putting on the brakes by means of two different
purchases consecutively employed, the lesser purchase being first
employed to bring the brake blocks into contact with the wheels, while
the greater purchase is then employed to obtain the requisite pressure
of the brake blocks against the wheels.
In some of the means whereby 1 obtain this dual leverage a second
part of my Invention is combined therewith, namely that of com-
pensating in winch handle motion for the variable amount of mechanical
effort which is exerted by muscular force to effect rotation of the winch
handle at different positions in one revolution by causing a corresponding
variation to take place in the speed with which the resistance is over-
come, which second part of my Invention is applicable to winch handle
motion generally when such compensation is needed for rotation in one
direction only, for example, to hand power, grinding and crushing mills,
rotary churns, rotary knife cleaning machines, well bucket and other
weight raising windlasses and mangles.
"
وو
According to one system obtain the primary or lesser leverage by
a hand lever or hand lever action. According to one mode of applying
this system the lesser or "primary"leverage and the greater or
secondary leverage are represented by two separate levers so
connected, either directly or indirectly to each other and to the long
rod, sometimes called the thrust rod actuating the brake gear, that
while the primary lever is first moved on its fulcrum so as to cause the
long rod to bring the brake blocks up to the wheels, and is held in that
position by one or more pawls (preferably weighted by a spring) in
gear with a fixed ratchet segment or by other known means, the
secondary lever in being then moved puts the requisite strain upon the
long rod for pressing the brake blocks with the necessary force against
the wheels, such secondary lever being also in most
cases held in
position by one or more pawls. For this purpose either the primary
lever is made to work on a fixed fulerum, and the secondary lever
works on a travelling fulcrum upon or connected to the primary lever,
and is also connected to the long rod, or the secondary lever works on
a fixed fulcrum, while the primary lever works on a travelling fulcrum
upon or connected to the secondary lever, and is also connected to the
long rod, or the travelling fulcrum of the primary lever may be
actuated by a screw spindle carried by the primary lever, or any other

page_text: arrangement may be employed by which the before described relative
action of the two levers or their equivalents is carried out.
In another modification the primary leverage is again given by a
lever working on a fixed fulcrum, and connected to the long rod. To
this lever is hinged an arm carrying one or more pawls in gear with a
fixed ratchet segment, which arm is moved together with the lever to
obtain the primary leverage, after which to obtain the secondary
leverage a mechanical power is interposed between the arm and the
lever to force them asunder, the pawl on the arm affording the
requisite point of resistance. The requisite mechanical power may
be applied either by means of a wedge or inclined plane actuated by
a screw spindle carried by the arm, the wedge being by preference
made undulating to compensate for the variable power on the winch
handle turning the screw spindle, or the power is applied by means
of a
screw spindle working through the lever and actuated by
preference by a winch handle and a pair of bevil wheels, in which
case it is preferred to make the bevil wheels of such a form as to
afford the requisite variable angular velocity to compensate for the
variable power on the handle, or the power may be applied by means
of a cam or a toggle joint situate between the lever and the arm, and
actuated by a winch handle, or any other suitable mechanical means
may be employed for exerting the requisite power.
In the last-described arrangement the long rod is first drawn tight
by moving the primary lever, after which the winch handle and withi
it the screw spindle is turned for putting on the secondary leverage.
Using the winch handle actuating the secondary leverage as the handle
of the lever giving the primary leverage, forms an important feature of
the dual leverage part of my Invention.
According to another system I obtain the primary or lesser leverage
by an arrangement giving end motion to the screw spindle (that is to
say, otherwise than by rotating it), by the rotation of which the secondary
leverage is obtained. For this purpose when a vertical screw spindle
working the ordinary bell crank or the horizontal long lever of a brake
shaft is to be employed, I prefer obtaining such end motion by moving
the upper end of the screw spindle in a circular path, the centre of
which is eccentric to its point of connection to the crank or lever.
This may be conveniently effected by carrying such upper end by a
vertical arm (in gear with a ratchet segment) the fulcrum of which
may be the fulcrum of such bell crank or brake shaft. I have a winch

page_text: handle fast on this screw spindle, and the motions by which the brake
is applied are similar to those in the last-described arrangement.
In
some cases I should prefer such screw. spindle to have a thread or
threads at each end, of such different pitches as to give power by the
differential motion obtained. Should the brake shaft be supported by
'sides" it may still form the fulcrum of the arm, in which case the
vertical play of the carriage upon its springs would cause a variation
to take place in the power with which the brakes were applied.
"
According to another system I obtain the dual leverage by rotating
drums or cams worked by hand and arranged to give an automatic
change in the purchase.
According to one mode of applying this system a fever working upon
a fixed fulcrum and connected to the long rod" is actuated by a cam
platě rotated upon a fixed centre by a
winch handle, and so formed
h a spiral or volute acting surface that it first moves the lever by
mea. of a curved surface of a rapid pitch for putting on the primary
leverage, after which it acts upon the lever by means of a curved
surface of a very slow pitch for putting on the secondary leverage.
Should the cam require to be turned more than, say, three-fourths of
a revolution to produce the requisite extent of motion of the lever, it
must be made to traverse sideways, for which purpose its shaft is
formed with a screw thread working through a female screw formed
in one of its bearings, of a pitch corresponding to the amount of traverse
required. In this arrangement also it is preferred to compensate for
the variable power on the winch handle by forming corresponding
variations in the pitch of the cam. The framing carrying the cam is
rendered adjustable in the direction of the travel of the lever either by
means of a screw spindle, having a hand wheel fast thereon or otherwise
in order to compensate for the wearing of the brake blocks.
In another modification I obtain a dual leverage upon an ordinary
brake screw or pinion rod as follows:-I fix upon a spindle worked
by a winch handle two drums, each composed of a part of a large
diameter and a part of small diameter connected together by a voluted
surface. Upon these drums are wound two chains in contrary directions
and passing also in contrary directions round the brake screw or pinion
rod, or round a spindle driving the same by bevilled wheels. The
drums are so constructed that in putting on the. primary leverage of
the brake the chain which is then in tension is wound upon the

page_text: large diameter of its respective drum, after which in order to obtain
the secondary leverage the chain is caused to pass over the voluted
surface on to the small diameter of the drum. At the same time the
other chain is wound off the other drum and on to the brake screw
or pinion rod in proportion, or nearly so, as the tension chain is wound
up. In this case also it is preferred to make the drums of such a non-
circular form as to compensate (by a varying angular velocity) in putting
The two
on the brakes for the variable power on the winch handle.
chains are provided with split links in order to regulate the changing
of the leverage of the drums as the blocks wear.
In another arrangement I obtain the primary leverage through rotating
a spur wheel (by a winch handle fixed thereto) driving or driven by
a pinion in front of and fast on the same axis as a capstan or hand
wheel by the hand spokes or rim of which the secondary leverage is
obtained. The rotation of the one axis or the other would be caused
to apply the brakes by any suitable known means.
Another part of my Invention consists in operating by dual leverage
(that is to say, otherwise than by merely shifting the point at which
the hand is applied from one part to another of the same lever or
its equivalent), a continuous chain working the brakes of two or more
carriages. For this purpose I have two spur wheels of different diameters
on a shaft carried by a fixed framing to which the brake chain is
attached, and by the rotation of which it is wound up,
and a spur
wheel and a pinion upon a second shaft worked by a winch handle
the latter being so arranged as to shift upon or with the shaft, that
for putting on the primary leverage the spur wheel is put in gear
with the smaller wheel on the brake chain shaft, while for putting
on the secondary leverage the pinion is put in gear with the larger wheel
in a similar manner to that employed in ordinary double purchase crabs.
Or, in place of shifting the winch handle shaft or the wheel and pinion
upon it, these may be made to run loose upon the shaft and be alter-
nately connected thereto by any suitable known clutch apparatus, when
it is required to change the power. It is preferred to effect the shifting
of the gear or of the clutch apparatus by means of a double-acting
pedal actuating the shifting lever.
In these arrangements where the clutch apparatus is employed the
pinion and smaller wheel are by preference made non-circular and the
larger wheels with lobes, in order to compensate for the varying power

page_text: on the winch handle, having however regard to the effect of the uniform
rotating effort of a balance weight such as hereafter described if such
is employed.
In other cases I effect such compensation by putting the winch handle
upon a third shaft, driving the shaft with shifting wheels by means
of non-circular toothed wheels. Or, in place of this mode of com-
pensation, a variable angular velocity may also be imparted to the
latter shaft by driving the same by the pin and slot motion described
in Willis's Principles of Mechanics, page 264.
In another mode of compensating for the variable power in vertical
winch handle motion I employ a weight carried by an arm or fly
wheel upon the shaft of the winch handle, which weight is placed
in such a position relative to the winch handle, that when the latter
is in that position in which the manual power is exerted to the least
advantage the weight will be preferably in a horizontal line with the
axis and revolving in a descending direction, thereby aiding the power
on the winch handle. The position of this weight may be made ad-
justable in relation to the winch handle and the shaft carrying the
same.
I will here observe that in compensating for the variable power on
the winch handle, according to my system where a pinion and rack
is employed, I should make the pinion non-circular so as to have a
suitable variable angular velocity and make the rack undulating so
as to follow up the varying pitch line of the pinion.
In this arrange-
ment (and also in those where the continuous chain is wound up by
power from the road wheels) it is preferred to cause the brake chain
to pass over a sheave capable of moving to a certain extent, such motion
being governed by a spring and indicated on a dial plate so that the
brakesman can ascertain the strain upon the chain. The take-off
weights "of the brakes may be balanced by means of a variable weight
carried by a chain attached to the winch handle shaft, and so arranged
as to unwind from the same as the brakes are put on. This shaft
is also provided with a ratchet wheel, in gear with which is a paw!
so formed as to fall out of gear when not pressed against by the ratchet
teeth, and put in gear either by hand or by a pedal for the purpose
of counteracting the tendency of the balance weight to put on
the brakes. These arrangements may also be adapted for working con-
tinuous rod brakes, the shaft that before worked the brake chain being

page_text: in this case made to impart the requisite motion to the continuous rod
by means of suitable gear giving increased purchase if necessary, and
it is also provided with change wheels to regulate the purchase as
may be requisite.
Another part of my Invention consists in applying two powers of a
different nature and intensity consecutively upon one and the same
lever or its equivalent, the lesser power being first applied for putting
on the primary leverage, and the greater power for putting on the
secondary leverage. For this purpose I employ for instance the
previously described arrangement (but without the ratchet segment)
in which the upper end of a screw spindle is carried by a vertical arm,
and connect the upper end of such arm to the piston rod of a steam
cylinder. In this case I prefer forming the screw spindle with reversed
threads at its opposite ends so as to obtain a quicker action.
After the
screw spindle is rotated so as to put on the primary leverage the steam
is let into the cylinder, thereby forcing forward the piston and with it
the arm for putting on the secondary leverage. The steam cylinder
is by preference both provided with a pressure guage and made double
acting for moving back the piston and thus taking off the secondary
leverage, or it may be taken off by springs. Or the fulcrum of the
lever is carried either by the piston rod itself or by a second lever,
or by any other contrivance which in being acted upon by the piston
rod of the steam cylinder will cause the fulcrum of the lever to be moved
after the primary leverage is put on in order to put on the secondary
leverage.
In place of steam power hydraulic power may be employed, produced
either by working a pump as it is needed, or by preference stored up
in an "
accumulator," similar to those now used for hydraulic cranes,
and fixed in the brake van, and which may be charged from time to
time by the brakesman when he is at leisure, or by steam power
from the engine, or by the motion of the road wheels. To take off
the pressure in the acting cylinder this is provided with a suitable
escape valve or cock, and to regulate such pressure the supply pipe is
provided with a throttle valve. The primary leverage may be obtained
when hydraulic power is employed by an extra "accumulator of smaller
power.
Another mode of actuating the brakes by steam power consists in so
actuating a valve or cock regulating the admission of steam into the

page_text: cylinder partly by the piston itself and partly by mechanism actuated.
independently of the piston, that the piston rod (when relatively in
advance. of the mechanism whereby the valve or cock is opened)
automatically cuts off or reduces its supply of steam, thus permitting
a full head of steam to be suddenly turned on at starting and at any
portion of the stroke, without the possibility of the piston materially
racing in advance of the controlling apparatus, and also facilitating the
speedy admission of more steam when and to the extent rendered
requisite by any variation in the resistance. For this purpose, when
the breaks are operated by a lever, and a slide valve is employed, I
place parallel to the piston rod a screw spindle worked by a hand wheel.
One end of a lever formed with forked or slotted ends is carried by the
piston rod and the other end by the screw spindle, and I connect the
rod which actuates the slide valve to this lever at a point between
the piston rod and the screw spindle. The speed with which the hand
wheel is rotated will regulate the position of the valve and thereby
control the speed of the piston until the progress of the piston is
stopped by a resistance greater than the force exerted by a full admission
of steam behind it. In this arrangement also I prefer connecting a
pressure guage to the cylinder to indicate the power being applied, and
1 have a steam cock between the slide valve and the boiler for regulating
the pressure.
Although I have only described my improved systems of dual leverages
as applied to railway brakes, they may also be applied with advantage
to working other friction brakes.
Another part of my Invention has reference to improved methods of
arranging an apparatus for actuating the brake blocks of a single
railway carriage, whereby firstly, independently of any unequal wearing
of the brake blocks, a nearly uniform application of the brake pressure
to each pair of wheels (or when desired, as in brakes to locomotive
engines, a nearly uniform definite unequal application of such pressure)
and consequently a more equal retardation of their rotation is effected,
and whereby, secondly, the power required for putting on the brakes is
less than that required in the ordinary arrangements. For this purpose
when the ordinary brake shafts with rocking levers are employed I so
arrange the bearings of the brake shafts, that instead of their being fixed
in the ordinary manner, they are capable of shifting their position in the
direction of the length of the carriage, in order to cause the point of
resistance through which the brake pressure is applied to one pair of

page_text: wheels to be transferred from such bearings of the brake shaft to the
points of contact between the opposite pair of wheels and their brake
blocks. The shifting bearings of the brake shafts are by preference held
in a sufficiently stiff manner to ensure their maintaining the position
imparted to them by the putting on of the brake power while such
brake power is taken off. The manner of supporting the brake shaft
for this purpose and of applying the requisite force thereto may be
variously modified, thus the bearings of the brake shaft may either be
carried by links suspended from the under framing or from the "sides "
carrying the slide boxes of the brake blocks in slide box brakes, which
links are made to work stiffly on their point of suspension; or the
bearings may be carried in slots formed either in the sides of slide box
brakes or in the "brake shaft holders" of other brakes, the bearings
being made to work stiffly in such slots. In order to prevent the brake
shaft from shifting endwise when suspended in links I apply stay rods
in a slanting position, connected at one end to the under framing and
at the other end to such links.
When the brake shaft is carried by sides connected to the axle boxes
the requisite shifting motion may be obtained by forming the sides"
with forked or slotted ends working (stiffly if desired) over the axle
boxes, or the play may be made a stiff motion by slotted links connected
to the sides and to the under framing. This arrangement of shifting
sides may also be used for carrying the break gear in locomotive
engines, in which case (when the axle boxes are carried by wheels of
different diameters) the parts on which the sides slide must be made
to turn on centres on the axle boxes. As the axles of the locomotive
bearing wheels are generally of different height the shifting sides would
in such case be in an inclined position, whereby as the locomotive played
vertically upon its springs a variation in the brake power would be
obtained. The sides may be arranged level however by making the
upper part of the axle boxes of the small bearing wheels
the sides work sufficiently higher, and the lower part of the axle boxes
of the large driving wheels sufficiently lower for that purpose. When
the sides are arranged level they need not shift longitudinally, and the
requisite stiff longitudinal play may be given to the bearings of the
brake shafts. I prefer obtaining the required stiff shifting motion of
the bearings by means of a contrivance to be hereafter described, änd
which I term the "boxed index spring." I prefer in all cases when it is
desired to apply the brake blocks with equal pressure to each pair of
upon
which

page_text: wheels to arrange the long lever of the brake shaft in a horizontal
position, and when so arranged and the hand lever or its equivalent
is placed at the end of the carriage, I actuate the brake shaft by means
of a bell crank, placed upon or above the brake shaft, and when such
shaft is carried by sides connected to the axle boxes the fulcrum of
the bell crank is by preference carried by arms loose upon and supported
by the brake shaft with the upper ends working against the under.
framing of the carriage, the fulcrum of the bell crank being by preference
situated at such upper ends of the arms.
Actuating the brake shaft by a bell crank placed or carried as just
described forms a distinct feature of this part of my Invention irrespec-
tive of the shifting bearings.
In cases where the bell crank is carried by arms supported by the
brake shaft I prefer to form a slot in the arm to which the long rod is
connected, and in those cases where the long lever is arranged vertically
upon a brake shaft carried in "sides," I prefer to form a slot therein and
to attach the bolt of the long rod which passes through such slot to links
which I term "the spring action links" on either side suspended from
the under framing of the carriage, so that when the brake power is on,
the vertical play of the carriage upon the springs will cause the force
with which the brake blocks are applied to the wheels to vary at
intervals, so as to prevent more or less the skidding of the wheels.
Another mode of varying the brake power by the vertical play of the
carriage consists in forming the long rod with a hinged joint near to the
long lever, which in this case is vertical, which joint is suspended by
links from the carriage framing, so that the variable position of such
joint relative to the long lever will cause the long rod to pull at the latter
at varying angles.
In some cases it may be preferred to actuate the brake shaft through
a perpendicular long lever. As in such an arrangement the blocks to
one pair of wheels would, if applied in the ordinary manner, be acted
upon with a greater leverage than the other pair of blocks, I compensate
for this inequality by operating the brake blocks on the one side of
the carriage by means of thrust rods, and on the other side by means of
tension rods, or links working reversing levers. By this arrangement
one brake block of each pair of wheels is operated with the greater
leverage, and the other block with the lesser leverage.

page_text: In place of actuating the thrust rods by means of the ordinary levers
fixed on the brake shaft I sometimes fix upon the latter pinions in gear
with racks formed on or fixed to the thrust rods, so that by partially,
rotating the brake shaft the pinions will act upon the racks so as to apply
the brakes.
Furthermore, when needed I modify or adjust the distribution of
the pressure to a limited extent by placing the brake shaft in a position
to one side of or above the centre of the line of centres of the bearing
wheels. I also form the brake blocks in the above arrangement with
such different superficial acting surfaces that the blocks applied with
the lesser force shall have a proportionately lesser surface than the blocks
applied with the greater force, so as to ensure their wearing nearly
level.
my
Another part of Invention consists in a system of actuating by
manual power brake blocks connected as herein-before described to brake
shafts carried in shifting bearings.
Another part of my Invention consists in working sliding brake blocks
by brake shafts carried in shifting bearings.
Another part of my Invention consists in working brake blocks carried
by sides connected to the axle boxes by brake shafts carried in shifting
bearings supported from the under framing.
To divide the power
between two brake shafts or
between transverse bars connected to
brake blocks, I act upon each by a separate long rod so connected
to one and the same hand lever or its equivalent that the brake power
will always be nearly equally distributed to each brake shaft of trans-
verse bar; for this purpose the two long rods are connected to opposite
ends of a vertical bar or plate to the centre of which the brake power
is applied, the vertical bar being carried either directly by the hand
lever or its equivalent or by suspending links, and by preference the
point at which the brake power is applied to the vertical bar is, when
the brakes are put on by exerting tension upon the long rods, situated
not in a line with the points of attachment of the long rods but at
some point in advance thereof, while should the brakes be applied
by the thrust of the long rods the relative position of these points
would be reversed. The centre joint of the vertical bar is made to
work stiffly upon the lever, or the links connecting such lever to sucli
vertical bar work stiffly upon the bar in order to maintain the position
relative to the latter imparted to it by the putting on of the brake

page_text: power until the brake is again applied. When the long rods are con-
nected to the vertical bar by means of forked ends 1 obtain the required
stiffness without pinching together the fork by carrying one limb of
the fork upon the head of the bolt, so that the other limb of the fork
and the vertical bar are compressed between such head and the screw
nut or washer.
In some cases I form the surface of the lever upon which the vertical
bar works conical, or I form a conical projection on the vertical bar
working in a conical hole of the link connecting the same
lever.
to the
In place of the arrangement above described for distributing the
power to the two long rods, these may be connected to vertical levers
fixed upon a rocking shaft (which I term "rocking distributers ") pre-
ferably placed about the centre of the carriage and arranged with shift-
ing bearings and worked in a similar manner to that previously described
with reference to brake shafts, or the fulcrum of the hand lever may
be carried in stiffly shifting bearings and the two long rods connected
directly thereto one above and one below the fulcrum, and I com-
pensate for the difference of leverage on those rods by acting upon
them at different angles.
Where the brake power is applied to three pairs of wheels I apply
an ordinary brake shaft in shifting bearings between each two pairs,
each brake shaft working a pair of brake blocks applied to one pair
of outside wheels, and another pair of brake blocks applied to the centre
wheels. Each brake shaft is operated by a vertical long lever fixed
thereon which is connected to a rod applying the brakes by a thrust,
and may be actuated by a rocking distributer.
In another arrangement I apply only one brake shaft with shifting
bearings and a vertical long lever between two of the pairs of wheels,
and I couple or gear the third pair with the centre pair, and I operate
the vertical long lever of the brake shaft by exerting tension upon a
rod passing over the axles of the geared wheels.
For eight wheel carriages, in some cases I apply the brake blocks
to the two inside pairs of wheels only by means of one brake shaft.
with shifting bearings and horizontal long lever as before described,
and I gear or couple the two inside pairs of wheels to the outside pairs.
The before described system of brake shafts with shifting bearings
in conjunction where necessary with the distributers, and having their

page_text: long levers placed vertical or horizontal, or if vertical bar distributers
are used having the middle joint central or non-central, or a combination
of such levers and distributers may be so arranged as to distribute the
brake power in a suitable different proportion to wheels carrying different
loads such as those of locomotives.
When it is desired to apply two brake blocks to each wheel of a
four, six, or eight wheel carriage, I generally prefer doing so by brake
shafts and rocking distributers. For this purpose I place a brake shaft
with shifting bearings in front of each pair of wheels and one brake
shaft in fixed bearings behind the one end pair of wheels, and 1 dis-
tribute the force to the brake shafts with shifting bearings by rocking
distributers. The brake shaft having fixed bearings and placed behind
the one end pair of wheels is worked by the brake shaft with shifting
bearings placed before the other end pair of wheels, to which it is
connected by a rod jointed to arms fixed upon these two brake shafts.
In another arrangement I obtain equal distribution of the brake
power to two pair of wheels by means of a horizontal screw rod arranged
so as to shift stiffly in a longitudinal direction, by having thereon a
collar working in a vertical slot formed in a pair of links or formed
in a block shifting stiffly in the manner before described.
This screw
rod has reversed screw threads acting upon the long levers of two
brake shafts.
Another part of my Invention consists in applying the brake blocks
to the wheels of a single railway carriage by means of a chain arranged
in combination with transverse bars or with long levers of brake shafts
(which by being formed of different lengths may be made to distribute
the power in different proportions) carried in fixed bearings formed
in holders bolted to the under framing or in sides connected to the axle
boxes, each shaft or bar applying brake blocks to one pair of wheels
only (when uncoupled), one end of such chain being connected to the
under framing of the carriage to which the brakes are thus applied or
to one of the long levers or transverse bars, and I apply the necessary
tension force at the other end of such chain by manual power and
preferably by my dual leverage systems. The arrangements for this
purpose may be variously modified so long as the chain is passed over
a sheave or sheaves carried by such levers or the transverse bars or
rods connected thereto, and is connected to the under framing of the
same carriage to which the brakes are thus applied or to one of the

page_text: long levers or transverse bars of the brake gear of such carriage, or
where it is required that the chain shall operate more than one
mechanism for applying the brake blocks to one and the same carriage,
the chain is conducted from one such mechanism to the next by means
of guide sheaves fixed to the under framing of the carriage.
In some cases I so connect the brake chain and a chain attached
to the hand power mechanism to one and the same drum having two
different diameters, that such mechanism in hauling its chain off the
small part of the druin will wind up the brake chain upon the large
part of the drum. The brake blocks may in these arrangements be
taken off by any suitable known means, or where the rocking levers
or rods connected to the transverse bars are so arranged that the brakes
would be taken off by thrusting such levers or rods asunder, 1 prefer
to connect thereto a toggle joint weighted at its elbow so as to apply
the requisite pressure upon them for this purpose, the toggle being
provided with a stop so as to prevent its straightening beyond a certain
angle.
Another part of my Invention has reference to improved modes of
carrying brake blocks by means of links, and consists in extending the
links to or towards the centre of the brake block iron backing and
connecting such brake blocks (or the transverse bars when such are
used) to the thrust or pulling rods by stiff joints having horizontal
axes, so that when drawn off from the wheels they shall preserve their
relative position to the thrust or pulling rods. When transverse bars
are thus carried in links they are placed in a line with the line of
centres of the bearing wheels, and their pulling or thrust rods are
looped if necessary to pass such axles.
Another part of my Invention consists in applying brakes to two
or more pairs of wheels geared together by means of chains, the arrange-
ment of brake gear being either as before described, or of any suitable
known construction.
Another
part of
my
Invention consists in coupling together, either
by chains or by rods, wheels having the brake gear carried in sides
supported by and rising and falling with the axle boxes.
It will be readily understood that all the before described systems of
mechanism for applying the brake blocks may with great advantage be
actuated by my dual power leverage systems first described.

page_text: Another part of my Invention consists in using (both for brakes
limited to a single carriage and for continuous brakes) in combination
with means before described, or any known means for securing an equal
retardation of the wheels, an apparatus for indicating to the brakesman
approximately the speed with which the wheels to which the brake
blocks are applied are revolving. Such apparatus consists simply of a
dise or wheel revolving easily on a spindle inside the brake van, to
which disc or wheel rotary motion is imparted by the axle of one of
the carriage wheels to which the brakes are applied, either by means
of a band or cord or by means of a spindle having pinions in gear with
other pinions upon the axle of the carriage wheel and on the said
indicator disc. Such indicator is also usefully applicable for the purpose
of showing the brakesman whether the road wheels driving the friction
power gear hereafter described are skidded or not, and could also he
so applied as to indicate to the brakesman any undue speed of such
friction power gear.
In forming stiff joints I either employ a con-
trivance hereafter described and called a "boxed index spring," or I
interpose an india-rubber washer (so arranged as to be incapable of
rotating upon the bolt) under the screw nut of the connection bolt.
For preventing the washers from turning on the bolt I form a slot in
the bolt through which I pass a key projecting somewhat on either side,
and I form the central holes of the washers with corresponding notches
into which the projecting ends of the key fit. When the brake blocks
are suspended by links the arrangement should be such that when the
block is half worn out and in contact with the wheel the line of the
force in applying the brake should pass through the centre of the axle
and also bisect the acting surface of the block, and the links carrying
the blocks should then he perpendicular.
Another improvement consists in constructing the bolt connecting
the rocking levers and vertical bars to the thrust or tension rods with
the middle portion flattened and passing into a correspondingly flattened
hole in the rocking lever or vertical bar, which hole may be enlarged in
the centre to allow of the passage of the cylindrical shank, the direction
of such flattened hole being at right angles to the length of the lever
or vertical bar. The ends of the bolt are by preference so formed
that the one limb of the fork of the rod rides upon the cylindrical head
of the bolt, while the other rides upon a cylindrical shank of a diameter
somewhat larger than the small dimension of the flattened part.

page_text: Another part of my Invention has reference to improved methods of
so arranging and apparatus for so actuating the brake blocks of several
carriages by a continuous chain that the carriages will not be driven
back when the tension upon such continuous chain is taken off.
For
this purpose in those arrangements wherein a tension force exerted
upon a continuous chain by its being wound upon a drum or shaft
driven by friction power from the road wheels or exerted by steam power
does or does not act upon the brake gear through a lever 1 carry the
continuous chain from one carriage to the next over any suitable known
adjusting arrangement, but by preference over radial links constructed
and arranged as follows:-The end of the under framing of the carriage
carries a bracket capable of swivelling upon a vertical pin; this bracket
carries two links upon a horizontal pin (working if necessary in slotted
holes) the free ends of which links have eyes for connection by means
of a linch pin to corresponding links carried in the same manner by
another carriage. Each pair of links carries two sheaves, one on the
holt forming the point of attachment of the links to the bracket, and
the other on a bolt near the other end, such four sheaves being all
arranged so as to be in a line, while the links are so formed that the one
link of each pair fits between the other pair so as to admit of any pair
of links on one carriage fitting correctly together with either pair of
links of another carriage. The continuous chain passes from the one
carriage to the other over and under the sheaves carried by the links.
The elbow formed by the links is generally downwards, but with long
couplings I prefer it to be upwards when placed in the centre of the
carriage, in which case the draw bar is formed with a loop through
which the continuous chain passes, and the swivel bracket is placed
upon the under framing. I would here remark that I propose to pass
the continuous chain over links constructed as just described when
operated by mamal power. When I arrange the continuous chain along
the centre of the carriage and do not carry it from carriage to carriage
by means of an adjusting arrangement, having vertical radiating links,
I form the weighted rod of the screw spindle of the ordinary railway
carriage coupling with a long vertical loop through which such chain is
passed. I generally however prefer (especially when adjusting links
are not used) to arrange two chains equidistant from the centre line,
each to be as near to the centre line as possible without interfering with
the screw coupling, and they either work the brake shafts or other
brake gear by passing over separate grooves on the same sheaves, or

page_text: 1
over independent sheaves carried by an axis common to both. Further-
more I prevent the rebound by so arranging or combining with the con-
tinuous chain brake means whereby the brake blocks applied to one or
more pair of the rear wheels are not taken off with the brake blocks
applied to the other wheels unless desired, so that they may be kept on
until the pressure upon the buffer springs has been taken off. This
may be done by using a supplementary arrangement of brake gear to
apply the brakes to such rear pair or pairs of wheels, or a separate chain
operating the same brake gear; but I prefer so arranging the continuous
chain brake that the brake blocks applied by that chain to such pair or
pairs of wheels are held on when desired (after the other brakes are
released in the customary manner) and, are automatically taken off by
the starting of the train. For this purpose I prefer applying the brake
blocks to such rear pair or pairs of wheels by brake shafts (with shifting
bearings when applying brakes to two pairs of wheels) carrying a
ratchet segment working in connection with a pawl carried by the
draw bar, or by a bar or lever connected to the buffer rod or rods, and
so arranged that when the spring of the draw bar is drawn home or the
compression of the buffer springs is taken off, as the case may be, the
pawl will be disengaged; and by preference such pawl is capable of
being lifted (by means actuated by a rod worked by the guard) to a
position in which it cannot gear with such segment. The long lever
and the ratchet segment are fixed upon a cylinder or sleeve common to
both and loose upon the brake shaft, and so arranged as to actuate the
latter through a spring, or the long lever and ratchet segment may be
fixed directly to the brake shaft, in which case I interpose between each
short lever and its brake block a buffer spring, so that the pawl although
ouly holding at intervals will maintain a continuous and suflicient
pressure for holding on the brakes.
Another part of my Invention consists in providing carriages and
trucks not having brake gear with one or two lengths of chain
arranged lengthwise of the carriage or truck, which when connected
to the chain or chains working the brakes of those carriages which have
brakes, will form therewith one or two continuous chains, whereby the
brake gear of carriages at each end of such carriage or truck can be
operated.
Another part of my Invention consists in working by a continuous
chain (actuated by friction power or by steam power) a combination of

page_text: different sets of mechanism for applying brake blocks to the wheels of
two or more carriages, such combined mechanism consisting partly of
brake gear carried by "sides" connected to the axle boxes, and partly
of brake gear carried by the under framing, when the brake blocks are
so arranged that when applied they are capable of pulling down the
carriage upon its bearing springs.
Another part of my Invention has reference to certain improved
arrangements for distributing the torsion force exerted upon a continuous
rod, or the tension force exerted upon a continuous chain to the brake
blocks of a train of carriages. For this purpose 1 place under each
carriage one of the previously described arrangements of break gear, but
preferably that having its brake shaft (with shifting bearings if applying
brake blocks to two pair of wheels, and stationary bearings if applying
same to one pair of wheels only) supported from the under framing,
and its brake blocks carried by sides connected to the axle boxes, and
actuated by pinions.
The leverage length of the long lever is in some definite proportion
(common to all brakes of the train) to the weight upon the wheels
braked by such brake shaft. I usually prefer the long lever being
arranged horizontally, in which case the continuous chain at each brake
gear passes over a fixed sheave, and going nearly vertically downwards
passes under a sheave carried by the long lever, and then passes in a
reversed direction over another fixed sheave. I weight the ends of the
horizontal long lever to ensure the brake being properly thrown off,
and I limit the descent of the same by a hooked rod or a frame having
holes at different heights through which a pin is passed suspended from
the under framing. The sheave carried by the long lever may with
advantage be made adjustable relative to the fulcrum thereof, so as to
adjust the leverage as circumstances may require.
The arrangement of brake gear just described may be operated by a
continuous rod in place and stead of a continuous chain; in which case
I connect one end of a chain to a drum frictionally coupled to the
continuous rod, and when working one brake shaft only, attached at the
other end to the long lever of the brake shaft. When the same carriage
has more than one brake shaft I prefer the chain connected. to the
continuous rod being arranged as in the before-described system of
working the brake blocks of a single carriage by a chain.
tinuous rod may be arranged to actuate the brake shaft
The con-
by a rod

page_text: connected thereto and to a
screw nut propelled by the rotation of a
drum frictionally coupled to the continuous rod; or, preferably, I con-
nect the before-mentioned rod to the face of a cog wheel driven either
directly or by the intervention of power-increasing gear by a wheel
frictionally coupled to the continuous rod; or, in place of a cog wheel,
a worm wheel may be employed.
This frictional coupling of the rods or chain actuating the brake gear
forms a very important feature of this part of my Invention, and may
no doubt be advantageously employed in many other arrangements of
continuous rod brakes.
For the frictional coupling any known form of frictional coupling,
such as Weston's before referred to, the conical friction clutch, simple
frictional collars, and other similar contrivances may be employed; and
I prefer obtaining the requisite frictional pressure by my "boxed index
spring." This consists of a box or cylinder closed at one end, through
which passes the continuous rod in such a manner that the box is
capable of sliding upon the rod, but not of turning upon it. In this
box are placed one or more india-rubber disc or other springs, covering
which is a washer formed so as not to turn in the box; and upon this
washer is made to press a gland fitting freely into the open end of the
box, and carried upon a screw thread formed on the continuous rod.
As this gland is screwed upon the continuous rod so as to cause it to
enter the box to a greater or less extent a greater or less compression
of the springs takes place, and the degree of such compression is
indicated by a scale marked upon the gland, so arranged that the pressure
on the frictional coupling is read off at that division of the scale which
appears just outside of the box; or in place of obtaining the pressure by
means of a screw gland a wedge or pair of wedges passing through slots
in the box and a slotted hole in the continuous rod may be employed. In
some cases I provide under each carriage two continuous rods equidistant
from the centre line geared together by spur wheels, and I connect the
brake gear to one of these continuous rods.
In fitting continuous chain brakes to trains that are usually run back-
wards and forwards repeatedly, without the number or arrangement of
their carriages being disturbed, I prefer adjusting the leverage so as to
compensate for the loss of power from friction, and arranging two sets
of continuous chains, both sets working the same brake shafts; one set
is worked from one end of the train, and the other set from the other

page_text: end: In fitting continuous brakes (especially to goods, coal, and cattle
trucks) I sometimes adjust the leverage to the load and loss of power
'from. friction. For this purpose I prefer applying the brake blocks
through brake shafts having their long levers arranged horizontally,
and so connected to the continuous chain or continuous rod that a
longitudinal shifting of the point of such connection will effectually and
directly control the leverage at which such continuous chain or con-
tinuous rod acts upon the brake shaft. I effect this longitudinal
shifting for instance by carrying such point in a slot formed in the long
lever, such point being shifted by a longitudinal rod actuating such
point and projecting from the end of the truck. This rod has a loop
handle, and is kept in position by a horizontal pin.
Another part of my Invention consists in improved methods, apparatus,
and arrangements for winding up the chain of continuous chain brakes
by the rotation of the road wheels. In those cases where the power is
obtained by friction wheels driven by two pairs of road wheels I apply
any of the before-described arrangements for working brake blocks, but
preferably those having brake shafts, carried in shifting bearings, to the
working of friction wheels, by substituting for the brake blocks friction
wheels pressed against the tread of the road wheels. I propose to modify
such arrangements in some cases by substituting friction wheels for one
pair of brake blocks only, so that the same action which applies the
friction wheels to one pair of road wheels will apply brake blocks to the
other pair. When the power is obtained from but one pair of road wheels,
in some cases I have a friction wheel at one end of the shaft only if the
friction wheel is applied to the tread of the road wheels. I prefer so
arranging the chains from the drums or shafts by passing them where
necessary over fixed guide sheaves, that the pull upon the chain shall be
in the same direction as that in which the friction wheels are caused to
press against the road wheels. In order to enable the brakes of carriages
connected to either end of the brake van to be worked by one and the
same set of friction gear I provide a separate length of chain (or where
two continuous chains are employed two such separate lengths) stretch-
ing from one end of the carriage to the other, and acting as a reversing
chain. This chain when in use is connected at one end to the drum
chain, and passing over a reversing sheave fixed at that end of the
carriage towards which the drum chain passes is at its other end con-
nected to the continuous chain carried by the carriages whose brakes it
actuates. In order to prevent the impact upon the chain resulting from

page_text: the vis viva" in the friction wheels I attach the brake chain to a
drum of small diameter, connected to the shaft of the friction wheels by
means of a frictional coupling, such as described in the Specification to
certain Letters Patent granted to Thomas A, Weston, bearing date
29 Jany., 1863, No. 263, and I construct the adjustable collars upon
the shaft, by the pressure of which upon the end of the frictional
coupling the requisite friction is produced in the same, with india-rubber
or other springs and metal washers so arranged as to be incapable of
rotating upon the shaft as herein-before described; or I employ my
"boxed index spring" herein-before described; or in place of Weston's
frictional coupling an ordinary conical frictional clutch apparatus may
be applied. I prefer obtaining the power from the road wheels by
frictional contact, with their axle or a drum connected thereto, for which
purpose I carry the bearings of the friction wheels in a separate hori-
zontal framing, supported at one end by links from the under framing of
the carriage, and at the other end supported by the axle of the road
wheels to which axle such friction wheels are applied. I prefer exerting
the frictional pressure by applying tension force to such horizontal fram-
ing, and by connecting it by means of rods to arms fast on a shaft worked
by dual leverage or otherwise. This shaft may be arranged to apply
brake blocks to the other pair of wheels, or the brake van may be provided
with an independent arrangement of brake gear, such as herein-before
described, and preferably applying brake blocks to each pair of wheels,
including those road wheels which drive the friction wheels. When the
power is taken from the axle of the road wheels I prefer leading the
chain from the drum or shaft in the opposite direction to that in which
the friction wheels are caused to press against the axle, and should the
diameter of the chain drum be considerably less than that of the friction
wheels I should so pass it over a sheave carried by the separate horizontal
framing as to reverse its direction. When it is required to work two
continuous chains by power from one pair of road wheels I provide a
separate drum for each chain, which drums are frictionally coupled to
one and the same shaft. To this arrangement also the before-described
reversing chain is applied, or I pass the drum chain over a travelling
sheave near one end of the carriage and back towards the drum to the
framing of the carriage. For operating the brakes of the carriages con-
nected to one end of the brake van the continuous chain is connected to
the travelling sheave, while for operating the brakes of carriages at the
other end it is connected to the loose end of the drum chain. The travel-

page_text: ling sheave is by preference carried on the before-mentioned horizontal
frame. Either the drum chain or the sheave, whichever is not for the time
being connected to the continuous chain, is hooked over a stout hook.
In another arrangement I provide a shaft carried in suitable framing
fixed to the under framing of the carriage. Upon this shaft is placed,
firstly, a drum or pulley, preferably fixed upon the shaft, receiving
rotary motion from the axle of one pair of road wheels by means of an
endless band or gearing chain. On each side of this drum is placed,
secondly, a chain drum running loose upon the shaft, and outside of
these chain drums are placed, thirdly, two blocks, one of which is capable
of sliding lengthways upon the shaft, while the other one is fixed, anti-
friction rollers being interposed between the surfaces of the blocks and
drums. The sliding block is connected by links to the brake hand lever,
so that by pulling over such lever the two chain drums are pressed by
the two blocks against the end surfaces of the revolving drum, and by
the frictional contact thus produced are caused to revolve so as to wind
up the brake chain. The requisite frictional contact may be obtained by
forming the drums either with conical clutch surfaces or in a similar
manner to Weston's frictional coupling before referred to. For working
continuous rods I employ the friction drums or wheels before described
for obtaining the motion from the road wheels, which motion is trans-
mitted either directly by means of a pair of bevil wheels or through the
intervention of power-increasing gearing to the continuous rod.
again, I arrange a toothed spur wheel in gear with a pinion upon the
axle of the road wheel, which toothed wheel imparts motion either
directly or by means of power-increasing gear, carried in a hinged frame
resting upon the axle, to a shaft upon which is a loose pinion capable of
being frictionally coupled to the shaft, either by a conical clutch or by
the before mentioned Weston's frictional coupling, or by other known
arrangements. This pinion is in gear with a wheel upon a second shaft,
carrying a bevil pinion in gear with a bevil wheel on the continuous rod.
For imparting motion to the continuous rod in one direction only from
the driving wheels running alternately in contrary directions, the shaft
through which the motion is imparted to the continuous rod carries two
bevil pinions loose upon the shaft and in gear with opposite sides of the
bevil wheel on the continuous rod. These pinions are both made capable
of revolving with the shaft by means of toothed sliding clutches, or other
known contrivances for effecting the same purpose, the teeth of which
are so formed and kept in gear by means of springs that the shaft drives
Or,

page_text: the one pinion when revolving in one direction, and the other pinion
when revolving in the other direction, from which it will be seen that in
whichever direction the shaft revolves, it will always impart motion in
one and the same direction by means of the bevil pinions to the
continuous rod. For permitting the brakes to be taken off or eased off in
this arrangement, one clutch is first drawn out of gear, which may be
conveniently effected by the lever through which the frictional contact
for applying the brakes is put on or taken off. Where the continuous rod
is required to put off the brakes in place of take-off weights," it is
rotated in the required direction for this purpose by means of a bevil
pinion worked by a winch handle, and in gear with a bevil wheel upon
the continuous rod. I prefer actuating friction-power gear by my before-
described dual leverage system, in which case the primary leverage is
arranged to effect the putting on of the brakes with moderate force, and
the secondary leverage to effect the application of the brakes with full
power.
Another part of my Invention has reference to improved arrangements
and apparatus for signalling from different parts of a railway train to
the brakesmen to put on the brakes, which is also generally applicable
for inter-communicating in railway trains.
According to one system I employ a cord having one end connected
to a gong placed near the driver, and its other end connected to a
weighted drum carried in a brake van, being the arrangement now
generally adopted for signalling from the guard to the driver, and I
enable the passengers to strike such gong by means of an arrangement
by which each end of such cord is hauled in to nearly the same extent,
and that irrespective of any differential resistance at the two ends. For
this purpose 1 cause, for instance, the cord connected to the gong to
pass between the prongs of a fork or through a slotted bar of cylindrical
or rounded form passing across the carriage (preferably through the
under framing), which fork or bar carries a drum upon which a cord or
chain is wound, the one end thereof being capable of being pulled by
the passengers.
I place one pull in each passengers' compartment, and
I prefer connecting all the pulls of one carriage to the same hauling
arrangement. By pulling such cord so as to unwind it from the drum
the fork or bar is caused to revolve, and is thus made to wind up the
signal cord so as to effect the striking of the gong. On releasing the
pulling chain the fork or bar is free to return to its original position,

page_text: which action may be assisted by a spring; or the passengers' pulls may
be arranged to release a catch holding a spring or weight, which causes
the fork or bar to rotate.
..
present strikes the
By another system I enable the passengers to strike what I call the
guard's gong
through the cord, whereby the guard in the well-
known arrangement previously referred to at
"driver's gong."
For this purpose I so form and arrange the weighted
drum that its rotation is capable of actuating the striker of a gong placed
in the same brake van, and I enable the passengers to strike such gong
by taking hold of the signal cord and pulling at it, or 1 place in each
passengers' compartment a pull actuating any suitable known arrange
ment which hauls in that end of the signal cord offering the least
resistance, and 1 prefer connecting all the pulls or handles of one
carriage to a cord limited to such carriage and connected at one end to
such an arrangement and at the other end to the carriage, and passing
lengthwise in a tube with open spaces under the ceiling of the carriage
In such spaces in the tube are tubular handles jointed to the tube, or
supported from the roof by a strip of paper or other easily tearable or
breakable material, so that on pulling down such handle to actuate the
gong the paper or other material is broken or torn, and will thus indicate
the compartment where the signal cord has been pulled; or the handle
is connected to a friction tube arrangement which on pulling the handle
is caused to ignite a "blue fire," which indicates the compartment
where the signal cord has been pulled. When the passengers strike
such gong by taking hold of such cord I so carry it that a portion
thereof is within the reach of the passengers in each compartment, but
covered in or enclosed, as just described, for affording an indication of
place at which a signal was given, and, furthermore, I have parallel to
such signal cord a series of cords resembling it and limited to one
carriage or compartment, and so arranged that pulling thereon works a
carriage indicator as herein described. The rotation of the signal cord
drum could be arranged to actuate the striker of the "guard's gong" by
means of studs formed upon the side of such drum in gear with the arm
of the spring striker, and by preference in this case such arm has a
pocket-knife joint (kept up to its stop by a spring or its weight), so that
it is only in gear with such drum when the signal cord is being wound
of the drum. The striker of the "driver's gong" should be sufliciently
weighted to prevent its striking the gong by the passengers pulling
the signal cord however much nearer such pull may be to the driver's

page_text: In another system I employ
"
gong" than to the "guard's gong." To lessen the friction of the signal
cord against the parts of the carriage or contrivance connected therefo
which hold it in position I either provide the hole or loop through
which the signal cord passes from one carriage to another with a
trumpet-mouthed lining of smooth metal, glass, hard wood, or other
suitable smooth and hard material, or I make it of a large size in one
or more or all directions, and I sometimes provide it with one or more
antifriction rollers where the signal cord would be likely to press against
it if kept in tension. I propose to employ in combination with the
signal pulls any suitable known means for indicating the compartment
or the carriage from which the signal is given. In some cases I
connect the cord attached to the gong near the driver to a weighted
drum placed near the middle of the train, and I place upon or
near to the carriage carrying such drum another gong connected
by a cord (arranged similarly to that just described) to a weighted
drum placed in the rear of the train.
two cords extending along the train, and I enable the passengers
to strike what I term the "differential gong by drawing either of
these two cords into a running loop, for which purpose their pulls may
be arranged so as to rotate a transverse shaft (preferably placed under
one of the seats) or to release a catch holding a spring which causes the
shaft to rotate, which shaft so, actuates a sheave on each side of the
carriage that it pulls a loop between two fixed sheaves. I prefer each
carriage carrying its own lengths of cord and placing them near to each
other. Should the "differential gong" be at the rear of the train I
connect the one end of one or both of these cords to a gong near the
driver in the usual manner. The other end of these cords is wound upon.
separate weighted drums, and the striker of the "differential gong " is
actuated when either drum is rotated to any definite amount in advance
of the other drum. The arrangement whereby this may be effected may
be variously modified; thus it may consist in forming the two signal
cord drums with inclined surfaces forming one or more recesses, and
with a like number of antifriction rollers or studs upon the sides next to
each other, so that one being carried loose upon a shaft common to both
and pressed towards the other by a spring as the antifriction rollers or
studs approach the bottom of the recesses, the loose drum will be shifted
lengthways upon the shaft, and such shifting motion of the one drum
is caused to actuate the striker of the "differential
"which may he
gong,
constructed as an ordinary door gong. The recesses and rollers or studs

page_text: of one drum are carried in a ring capable of being turned on such drum
for the purpose of adjusting the amount of differential rotation at which
the drums are caused to approach, and when so adjusted the ring is
capable of being fixed by any suitable stop arrangement.
SPECIFICATION filed in pursuance of the conditions of the Letters
Patent, and of an Order of the Lord Chancellor, by the said Thomas.
Comfield in the Great Seal Patent Office on the 16th January
1869.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, THOMAS
COMFIELD, the younger, of Queen's Road, Buckhurst Hill, Chigwell,
in the County of Essex, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Seventeenth day of June, in the year
of our Lord One thousand eight hundred and sixty-eight, in the thirty-
first year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said Thomas Comfield, Her special licence
that I, the said Thoma's Comfield, my executors, administrators, and
assigns, or such others as I, the said Thomas Comfield, my executors,
administrators, and 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 BRAKES
FOR RAILWAY CARRIAGES, AND IN SIGNALLING APPARATUS IN CONNECTION THERE-
WITH, WHICH IMPROVEMENTS ARE ALSO PARTLY APPLICABLE TO OTHER PURPOSES,"
upon the condition (amongst others) that I, the said Thomas
Comfield, my executors or administrators, by an instrument in writing
under my, or their, or one of their hands and seals, should particularly
describe and ascertain the nature of the said Invention, and in what
manner the same was to be performed, and cause the same to be filed
in the Great Seal Patent Office within six calendar months next and
immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Thomas Comfield, do hereby
declare the nature of the said Invention, and in what manner the same.
is to be performed, to be particularly described and ascertained in and

page_text: by the following statement thereof, reference being had to the
accompanying Drawings, and to the figures and letters marked thereon,
that is to say:-
This my said Invention relates more particularly to certain new and
peculiar arrangements and methods of constructing and opening
continuous brakes for railway trains, brakes limited to a single railway
carriage (including improvements connected with winch handle motion
and a mode of regulating the motion of steam engines), and apparatus
for signalling from different parts of a railway train to the brakesman
to apply the brakes, which latter is also generally applicable to inter-
communicating in railway trains.
That part of my Invention which relates to improvements connected
with winch handle motion as applied to working brakes, consists in
compensating for the variable conditions under which the muscular
power is applied in effecting the rotation of a winch handle at different
positions in one revolution by causing an inverse variation to take place
in the leverage with which the resistance is overcome, or a corresponding
variation to take place in a compensating load, and this system of
compensation is applicable not only to brakes when worked by a winch
handle but also to winch handle motion generally, for example, to hand
power grinding and crushing mills, rotary churns, rotary knife cleaning
machines, mangles, well bucket, and other raising windlasses.
According to another part of my Invention the requisite power for
putting on the brakes is applied by means of two different purchases
consecutively employed, the lesser purchase being first employed to
bring the brake blocks into contact with the wheels, while the greater
purchase is then employed to obtain the requisite pressure of the
blocks against the wheels.
This improved system of applying power to brakes and which I term
the dual leverage system
is susceptible of being carried into effect
by various means.
Figures 1 and 2 are side views of an arrangement for working brakes
by dual leverage. In this arrangement the power on the winch handle
in moving the blocks against the wheels with the greater purchase is
compensated by a variable leverage. The arrows show the directions of
motion in applying the brakes. In Figure 2 a portion of the front drum
B is shown removed. Upon the shaft A worked by the winch handle C
are fixed the two drums B, D, each composed of a part of a large

page_text: diameter, and a part of a small diameter connected together by a grooved
voluted surface as indicated. The chain b' is connected to b², the small
diameter of the drum B and the chain d' to the large diameter of the
drum D, say at d. These chains pass in contrary directions around the
brake screw or pinion rod E, or round a horizontal spindle driving the
same by bevilled wheels. The drums are so constructed that in applying
the brakes the chain d is first wound upon the large diameter of the
drum D so as to bring the blocks up to the wheels, after which it is
caused to pass over the voluted groove on to the small diameter of the
drum, in order that the blocks may be pressed against the wheels
with the requisite force, the other chain b' being at the same time
wound off the other drum B, and on to the rod E in proportion or
nearly so as the chain d' is wound upon the drum D. The centre of the
small diameter d of the drum. D is excentric to the shaft A so as to
give the varying leverage for compensating the variable power on the
winch handle as before mentioned. The two chains are provided with
split links, not shown, in order to regulate the changing of the leverage
of the drums as the blocks wear.
Figures 3, 3, and 4 are views of arrangements for compensating the
variable power on the winch handle by varying the leverage.
The
arrows show the direction of the motion compensated. For this purpose
in Figures 3 and 3, the spindle or bearings d, d, of the rope or chain
drum D are placed somewhat out of the centre of the latter, as shown
in Figure 3, by preference in such manner that when the handle C. is in
the position shown or nearly so, the centre of the drum and that of
the bearings will both lie in the same horizontal dotted line x, the
centre of the drum being to the left of the bearings.
In Figure 4, a and b are the spindles or bearings of the non-circular
spur wheels A and B worked by the winch handle C. These bearings
are also somewhat eccentric as above described, the centre of the spur
wheel A being also to the left of its bearings. The load or resistance is
on the axis of the spur wheel A, which when greater purchase is
required I form lobed, and so that the spur wheel B when acting as a
pinion will gear therein. A varying leverage similar to that given by
the arrangement shown in Figure 4 may be obtained by connecting the
winch handle to the driver in the pin and slot motion described in
Willis's Principles of Mechanics, page 264 and when the winch handle
is employed to propel a wedge rotate a cam or rotate a pinion gearing

page_text: in a toothed rack. The varying leverage may be obtained by forming
the wedge or cam or the pinion and the rack, as the case may be, with
a suitable varying pitch or pitch line, which in the case of a wedge or
cam I cause to work in contact with a roller. Furthermore, when the
winch handle drives a pair of bevil wheels I obtain the varying leverage
by forming them so that the driver will impart to the other wheel the
same varying angular velocity that B in Figure 4 imparts to A.
The arrangement in Figure and the above modifications may be
employed for compensating horizontal winch-handle motion.
Figures 6 and 7 are front views of other arrangements for com-
pensating the variable power in vertical winch handle motion, in which
the power for overcoming the load is compensated by a weight acting
alternately as an assistance and a resistance to rotation. Where the
useful or true load to be overcome by one revolution is fairly constant
I prefer the weight being fast on the arm or fly wheel; the arrows
show the direction in which the motion is compensated.
In Figure 6
the fly wheel A has a lump or weight a, C being a winch handle. The
weight a may be carried by an arm turning loose on the hub of the fly
wheel, and be connected thereto by a thumb screw passing through the
weight a and entering holes a' formed in the fly wheel, so as to adjust
the angle between the weight and the winch handle.
The weight may
be carried adjustably, as shown in Figure 7. In Figure 7 the arm A
carries the weight a' arranged to shift, and held in position by the
thumbscrew a, which passing through one side of the weight enters
one of the holes formed in the arm.
In the preceding arrangements for compensating the variable power
in winch handle motion the position of the winch handle at which the
greatest amount of rotating force is usually applied is assumed to be that
in which the winch handle is shown, but the exact position is obviously
a matter of opinion, since it is influenced by a variety of circumstances.
The latter remark also applies to the variation in the leverage or in
the load which will best compensate winch handle motion. By placing
the winch handle at the opposite point of the circle to that in
which it is shown the motion will be compensated in the reverse
direction.
Figure 5 shows a side view of an arrangement for working brakes
by dual leverage; in it the lesser purchase is obtained by a hand lever
action upon a winch handle, by subsequently rotating which the greater

page_text: purchase is applied.
The screw spindle A works in the screw nut g
carried by the bell crank G, and also in the arm or lever B, a pawl b' on
which is in gear with the ratchet segment K bolted to the inside of
the brake van. To apply the brakes the arm B is first moved on its
fulcrum F by the handle E so as to bring the blocks up to the wheels
(which it does by the end motion of the screw spindle resulting from
its being moved in a circular path, the centre of which is excentric to
the point of connection of the nut g into the lever G), and is then
held by the pawl b', after which the winch handle F, and with it the
screw spindle is turned for applying the requisite pressure. The screw
spindle may be formed at a with a thread or threads of quicker pitch
than the thread a', in which case such pressure would be obtained by
the differential motion of the screws a', a². The pawl b' is weighted by
the spring b, as indicated in the end view at Figure 5*, and I prefer
employing differential pawls. The arm B may be carried by the fulcrum
of the bell crank, or by or above the brake shaft, the screw spindle A
in such case being connected to the long lever on the brake shaft.
Figure 13 is a side view of a modification of the preceding arrange-
ment. The cranked arm B carries one or more spring-weighted pawls
in gear with the ratchet segment C, and is hinged to a lug projecting
from the lever D. This lever carries the screw nut d in which works
the screw spindle A connected to the other end of the arm B, by
raising which the top of the arm and the lever will be forced
asunder.
The brake is applied by acting on the winch handle D as in the
last-described arrangement.
Parts of the arrangement are similar to the brake lever in use upon
the South-eastern Railway, and are shown in dotted line.
Figure 12 shows an arrangement for applying the brakes to one
or more carriages by dual leverage. On the shaft a' is a hand wheel
or the capstan wheel A, upon the face of which is the pinion a gearing
with the spur wheel B on the shaft b worked by the winch handle C.
Either the shaft a¹ or b according to the purchase required works any
suitable arrangement of brake gear, e.g., the shaft b may work a con-
tinuous torsion rod by any suitable arrangement, or the shaft a may
be the ordinary brake screw or pinion or a spindle driving the same by
bevilled wheels. In both cases the lesser purchase is obtained by the

page_text: winch handle, and the greater by the hand spokes, or by the rim if
a hand wheel is used.
Figure 8 shows an end view of an arrangement for working con-
tinuous chain brakes by dual leverage. The continuous or brake
chain C is connected to the shaft B, by the rotation of which it is
wound up; upon this shaft are also two spur wheels of different
diameters b¹, b. Upon a second shaft A, worked by a winch handle a
(with a compensating weight, as shown in Figure 7), is the spur wheel a
and the pinion a. To apply the brakes the spur wheel a' is put in gear
with b for moving the blocks up to the wheel; after which the pinion a³
is put in gear with b₁ so as to obtain a sufficient purchase. The shifting
of the gear is effected by means of the double-acting pedal D which
is linked by the rod d to a cranked shifting lever d², arranged as shown
in Figure 9.
Figure 9 shows a side view of the preceding arrangement modified
and adapted to work continuous rod brakes, similar parts being indicated
by the same letters. I prefer weighting the winch hand wheel a³, as
shown in Figure 6. The change of wheels e', e, and e, are carried by a
third shaft F, either of which wheels can be adjusted by any known
arrangement to gear with one of the spur wheels upon the shaft B, so
that the purchase may be regulated as requisite, e.g., according to the
number of brakes it is in gear with, the state of the rails, &c. E is a
sleeve, fast on which are the change wheels, e' being a thumbscrew
for fixing the sleeve upon the shaft; I is the ordinary continuous
torsion rod.
Any suitable known arrangement of double purchase crabs may be
employed in place of the arrangements shown.
When the arrangements in Figures 1, 2, 9, and 12 do not include
or comprise a screw or worm-wheel action, and in the arrangement
shown in Figure S, I employ a pawl or strap to hold on the brakes.
Another part of my Invention consists in working brakes by applying
two powers of a different nature or intensity consecutively on one and
the same lever or its equivalent, the brake blocks being first moved
up to the wheels by the lesser power, after which the greater power
is employed to force the blocks against the wheels with the requisite
pressure.
Figure 10 shows a side view of an arrangement (a modification of
that shown in Figure 5); for this purpose by it the blocks are brought

page_text: up to the wheels by the joint motion of the reversed screws a', a³, by
rotating the winch handle F; after which steam is let into the steam
cylinder C so as to force forward the piston rod e and with it the
arm B.
In place of steam power hydraulic power may be employed
by preference stored up in an "accumulator," similar to those now used
for hydraulic cranes.
In these arrangements, and also in that shown in Figure 11, the
piston may be moved back by spring power, and I prefer providing the
steam cylinders with a steam jacket and a pressure gauge I to indicate
the power with which the brake is being applied.
Figure 11 is a side view of another mode of actuating brakes by
steam power; in it the motion of the piston is regulated by the
winch handle E. C is an ordinary double-acting three-ported steam
cylinder, excepting that in the valve seat the port for the lower side
of the piston is in the usual position of the port for the upper side,
and vice versa, as indicated in the detached views of the valve seat at
Figure 11. The slide valve rod C is linked to the lever B by preference
at the mid joint b; one end of this lever rides on the centres upon the
screw nut a, and the other end rides on the studs c² formed upon the
piston rod which is connected to the lever G of the brake shaft D. Το
put on the brakes the screw nut a is continuously raised by rotating
the screw spindle A (thereby raising the slide valve so as to admit
steam to the upper side of the piston) until the brake is sufficiently
applied, and it is taken off by turning the winch handle in the contrary
direction. The supply of steam to the acting side of the piston is
reduced or cut off by the unbalanced action of the piston rod upon the
lever B should the piston of such stroke move faster than the screw
nut. I prefer in addition to regulating the motion of the steam piston
also to regulate the admission of steam into the valve box. This
system of controlling the action of a steam cylinder may also be applied
to steam engines generally.
Although I have only described my improved methods of actuating
brakes by dual leverage as applied to railway brakes, yet they may
also be applied with advantage to working other friction brakes.
Having thus described the nature of that part of my Invention that
relates principally to obtaining the power and purchase or applying
railway and other brakes, and in what manner the same is to be per-
formed, I wish it to be understood that I do not claim obtaining a dual

page_text: leverage by merely shifting the hand from one part to another of the
same lever or the equivalent of a lever, as I am aware that this has been
done before; also I am aware that weights have been employed in
combination with winch handle motion for the purpose of balancing the
weight of the winch handle or to compensate for a remittant load, and I
do therefore not claim such application of a weight; but what I claim
in respect of this part of my Invention is,
First. So arranging machinery or apparatus worked by winch handle
motion with varying leverage that such variation shall compensate more
or less for the variable conditions under which the muscular power is
applied.
Second. Obtaining variable leverage by the arrangements herein-before
described for compensating winch handle motion.
Third. Applying variable leverage for compensating winch handle
motion to the various purposes herein-before mentioned.
Fourth. Arranging the winch handle in compensated winch handle
motion at an angle of or about 120° behind the point at which the
machinery or apparatus acts with least leverage for the purposes herein-
before set forth.
Fifth. Varying the load upon the winch handle by a weight, sub-
stantially in the manner and for the purposes herein-before set forth.
Sixth. Varying the load upon the winch handle by a weighted arm,
substantially in the manner and for the purposes herein-before set forth.
Seventh. Applying compensating weights to winch handle motion in
the various mechanisms herein-before described, substantially in the
manner and for the purposes herein-before set forth.
Eighth. Arranging the weights a and a' or the point at which the
machinery or apparatus acts with least leverage at such an angle in
advance of the winch handle that they will be in a horizontal line with
the shaft of the winch handle when this is in that position at which the
greatest amount of rotating force would be ordinarily applied for the
purposes herein-before set forth.
Ninth. Arranging the weights a and a', Figures 6 and 7, at an angle
of or about 120° in advance of the winch handle, for the purposes herein-
before set forth.

page_text: Tenth. Carrying the weights a and a adjustably in the manner and
for the purposes herein-before set forth.
Eleventh. Carrying the weight a at an adjustable angle to the winch
handle for the purposes herein-before set forth.
Tweifth. Putting on brakes by hand power through a mechanism in
which an automatic change in the leverage is effected either by a volute
path or surface or by other known means for the purposes herein-before
set forth.
Thirteenth. Regulating the changing of dual leverage mechanism as
the blocks wear, for the purposes herein-before set forth.
Fourteenth. Actuating the brake screw or pinion rod by dual leverage
for the purpose herein-before set forth.
Fifteenth. Obtaining the lesser purchase in applying brakes by dual
leverage by a hand lever or hand lever action.
Sixteenth. Obtaining the lesser purchase by giving end motion to a
screw spindle either by moving its one end in a path deviating from the
path it would describe if turning upon its point of connection at the other
end as a centre or otherwise than by rotating it, for the purposes herein-
before set forth.
Seventeenth. Obtaining the greater purchase by rotating a screw.
spindle having either one ordinary thread or two threads of different
pitch formed upon it, the lesser purchase being obtained otherwise than
by simply rotating such screw spindle.
Eighteenth. Working.brakes by a dual leverage mechanism wherein
the greater and the lesser leverages are obtained by applying hand power
to two different mechanical powers consecutively.
Nineteenth. Employing dual leverage mechanism when the one
purchase is obtained by the end motion of a screw spindle otherwise than
by rotating it, and the other purchase by rotating such screw spindle, for
the purposes herein-before set forth.
Twentieth. Employing a pawl and rack, or ratchet teeth or other
equivalents, or differential pawls, as a fulcrum or point of resistance for
applying the greater leverage.
Twenty-first. Actuating a length of chain operating the brakes of one
or more carriages by means of a dual leverage arrangement.

page_text: Twenty-second. Working the brakes of two or more carriages by a dual
leverage arrangement acting on a continuous torsion rod in the manner
and for the purposes herein-before set forth.
Twenty-third. Changing the purchase by shifting the shaft A, Figure 9,
by a pedal action for the purposes herein-before set forth.
Twenty-fourth. Adjusting the purchase to the power required by
change wheels or equivalent appliances for the purposes herein-before
set forth.
Twenty-fifth. Working brakes by hand and steam or hydraulic or other
power employed consecutively, substantially in the manner and for the
purposes herein-before set forth.
Twenty-sixth. Applying the greater pressure to the blocks by steam,
hydraulic, or other power, excepting manual power, and the lesser
pressure by hand power or other power less than or of a different nature
from the power employed for the greater pressure.
Twenty-seventh. Storing up hydraulic power substantially in the
manner and for the purposes herein-before set forth.
Twenty-eighth. Arranging a pressure gauge in direct connection with
the steam or other mechanism actuating the brakes, substantially in the
manner and for the purposes herein-before set forth.
Twenty-ninth. Working brakes by moving with steam or hydraulic
power the one end of a screw spindle in a path deviating from that in
which it would move if the screw spindle. turned on its point of con-
nection to the brake gear.
Thirtieth. Carrying the screw spindle A, Figures 5 and 10, by the
arm B, also moving the latter by the piston rod C, substantially in the
manner and for the purposes herein-before set forth.
Thirty-first. Controlling the motion of the piston of a steam cylinder
when employed for working brakes.
Thirty-second. Governing the motions of the slide valve of a steam
engine by a mechanism whose motion is regulated entirely or partially
independently of that of the that of the engine.
Thirty-third. Regulating or governing the motion of the slide valve of
a steam engine by mechanism worked by hand, substantially as and for
herein-before set forth.
purposes
the

page_text: Thirty-fourth. Regulating the motion of a steam engine by a lever
or bar connected at one point to the slide, throttle, or other valve, and
actuated both by the engine and by an independent controlling
mechanism.
Thirty-fifth. Employing the various arrangements of dual power
leverage herein-before set forth for working rod, carriage, and other
friction brakes.
Another part of my Invention has reference to improved methods of
arranging an apparatus for actuating the blocks of railway brakes,
whereby firstly, independently of any unequal wearing of the brake
blocks within practical limits a nearly uniform application of the
brake pressure to each pair of wheels (or when desired, as in brakes to
locomotive tenders, a nearly uniform definite unequal application of
such force), and consequently a more equal retardation of their rotation
is effected; and whereby, secondly, less power is required for putting
on the brakes than in the ordinary arrangements.
For this purpose
when the ordinary brake shafts with rocking levers are employed I so
arrange the brake shafts or their bearings that instead of their being
fixed in the ordinary manner they are capable of shifting their position
in the direction of the length of the carriage, in order to cause the
points of resistance through which the brake pressure is applied to one
pair of wheels to be, afforded by the points of contact between the
opposite pair of wheels and their brake blocks, irrespective of an unequal
wearing of these blocks. The brake shaft is by preference held in a
sufficiently stiff manner practically to ensure the blocks being equally
removed from the wheels, and to prevent such shifting motion after the
brake power is taken off.
The manner of supporting the brake shaft for this purpose and
of applying the requisite force thereto may be variously modified:-
Thus in Figure 14 the brake shaft B is carried by links C suspended
from the pins a of the brackets A bolted to the under side of the
sole, and the power is applied to the brake shaft in the well-known
manner indicated by the dotted lines. The brake shaft may be made
to shift stiffly as herein-after described.
In Figure 15 the brake shaft B is similarly carried, excepting that
the links are suspended from a shaft a supported in brackets A bolted to
the inside of the sole. The suspension links are by preference placed
to the inner side of the short levers, and not on the outer side as the
ordinary brake shaft holders are.

page_text: A peculiarity in this arrangement is that the brake shaft is carried by
the frame, while the blocks slide on the sides D connected to the axle
boxes, and therefore do not partake of the vertical motion imparted to
the brake shaft consequent on the vertical play of the carriage on the
springs. The power may be applied to the brake shaft as described with
reference to Figure 14, or as herein shown, namely, by connecting the
long rod c to the bell crank C, carried by the shaft a and linked to
the long lever b.
In this arrangement, and also that described with reference to
Figure 23, the axle boxes are practically as free to move to and fro in
the horn plates when the brake is applied as when it is off; whereas in
the ordinary arrangements of brakes carried by slides connected to the
axle boxes this is not the case, and furthermore less power is required
for putting on the brakes by thus actuating the brake shaft.
In Figure 22 the brake shaft B is carried in slots formed in sides D
connected to the axle boxes, and the power is applied. thereto through
the bell crank C working in the frame A carried by the brake shaft, so
that the bell crank shall rise and fall with the latter. This frame is
linked by the radius rods a to a cross beam to resist the pull of the long.
rod c by which the brakes are applied, and it rides upon the brake shaft,
as shown in the detached end view at Figure 22, in which b is the long
lever.
In Figure 16, C is an ordinary brake shaft holder, and in Figure 17,
D is a side bolted to the horn plate. A, both of which are similar to
those ordinarily employed, excepting that in the present case the holes b
for carrying the brake shaft are made of a slotted form, in which the
brake shaft itself or brasses in which it is carried is or are free to move.
The power may be applied to the brake shaft as described with reference
to Figure 14, or as shown in Figure 15, but in the latter case the bell
crank might advantageously be carried in an ordinary bracket secured to
the frame. In some cases it may be preferred to actuate the brake shaft
through a vertical long lever, as in such an arrangement the blocks to
one pair of wheels would if applied in the ordinary manner be acted
upon with a greater leverage than the other pair of blocks. I compensate
for this inequality by applying to each pair of wheels one block by the
greater leverage and another by the lesser leverage.
Figure 18 shows an arrangement for this purpose; in it B is an
ordinary brake shaft, excepting that it is carried in shifting bearings,

page_text: The short levers on the one side pull the blocks on the wheels, while
the short levers on the other side thrust the blocks against the wheels
in the usual manner, and the lever is connected to a long rod b' as
usual.
22
Another arrangement for this purpose is shown in Figure 19; D are
"sides having forked ends riding upon necks E formed upon the axle
boxes in the same manner as for the ordinary sides. In this arrangement
the leverage is compensated by working the blocks on the one side
through the reversing levers b, b, the arrangement of their bearings
being indicated in a detached view at Figure 19. The long rod F is
formed with the hinged joint f', which is prevented from rising and
falling with the long lever by the radial link f² suspended from the
frame, by which arrangement the vertical motion of the carriage upon
its bearing springs will cause the pressure upon the blocks to vary so
as to prevent more or less the unintentional skidding of the wheels.
some cases I should obtain the remitfent action by suspending the pin
connecting the long rod F to the long lever by means of the links f,
and by causing such pin to work in a slot formed in the long lever.
In this arrangement the long rod would be formed in the ordinary
manner.
In
Another part of my Invention consists in a system of actuating by
manual power brake blocks connected as herein-before described to brake
shafts carried in shifting bearings.
Another
part of my Invention consists in working sliding brake blocks
by brake shafts carried in shifting bearings carried in shifting bearings.
Another part of my Invention consists in working brake blocks carried
by sides connected to the axle boxes by brake shafts carried in the shift-
ing bearings supported from the under framing. When the power is to
be divided or distributed to or between two brake shafts or two trans-
verse bars connected to the brake blocks, I either connect them to the
opposite ends of a vertical dividing or distributing bar, and apply the
brake power to the latter at a point between its ends; or I connect them
to a lever arrangement acting in a similar manner to the shifting brake
shafts before described; or in other cases I connect them to different parts
of a screw rod or spindle, in order to cause the long lever of the one brake
shaft or the one transverse bar, as the case may be, practically to form the
only point of resistance through which the force is applied to the other
brake shaft or transverse bar, irrespective of an unequal wearing of the

page_text: brake blocks. Thus in Figure 20 the rods a, a, are connected to the
opposite ends of the dividing bar A and to levers b', &, on the brake shafts
B', B, carried in stationary bearings as usual, formed in the holders C as
indicated. The dividing bar is supported by the radius links a³, and the
brake power is applied to this bar through the rod a'.
Should it be
desired to distribute greater force to the rod a' than to a I connect the
rod a to the dividing bar at a point between the centre of the bar
and a'. In this and in the next Figure each brake shaft applies the
blocks to one pair of wheels only. I prefer one or more of the rods
a', a, or a, or even a', being jointed to the bar A in a sufliciently stiff
manner practically as to insure the blocks being equally removed from the
wheels, and to prevent the bar turning thereon after the brake power is
taken off. A suitable arrangement for this purpose is hereafter described.
The chain Z, Y, forms no part of the before-described arrangement.
Modifications adapting the dividing bar to a well-known arrangement
of break gear are indicated in Figure 21 in dotted lines, in which
Figure the dividing bar A is supported upon the one transverse bar C.
Figure 36 shows another mode of distributing equal power to two
brake shafts. The two brake shafts B', B, are carried in stationary
bearings and the power is applied thereto by the right and left-handed
screw rod A working in the screw nuts a', a², carried in the long
levers 6, 6. The chain C, C, may be connected to a drum actuated in
any convenient manner. In Figure 21 C, C, are rigid transverse bars
connecting the two blocks applied to the one pair of wheels by being
fixed to the straps of such blocks. The thrust rods c, c, are connected to
the transverse bars and also to the levers b, b, fast upon a shaft B which
is arranged to shift, and is worked either as indicated or as described
with reference to Figures 16 and 17. In place of working the rod c, c,
by levers arranged, as shown in this Figure, I sometimes work them by
a brake lever similar to that shown in Figure 12, in which case such
brake lever is carried by the shifting shaft B, and I connect the rods c, c,
thereto one above and the other below the shaft B, as indicated at
Figure 21.
In Figure 24 A, A, are brake shafts having the shifting
motion and arrangement of levers described with reference to Figure 18,
the brake power being distributed to each by the arrangement of levers B,
being that shown in Figure 21. In this arrangement the four blocks to
the middle pair of wheels will be applied by the lesser leverage.
gearing or coupling one end pair of wheels to the centre pair only one
By

page_text: brake shaft is required, in this case the brake being put on as usual by
tension on the long rod the blocks to the middle pair of wheels are applied
with the greater leverage, all of which is indicated in Figure 25.
The arrangement in Figure 25 may be modified to apply the brake
to four pair of wheels by gearing each end pair of wheels to the nearest
inside pair the blocks being applied by either of the before-described
arrangements for applying the blocks with equal force to each pair of
wheels.
Figure 23 illustrates two independent combinations of the preceding
arrangements for applying the brakes according to the principles of this
Invention to four pairs of wheels. Each of the bell crauks C', C, would
be linked to a brake shaft B', B2, carried in shifting bearings and
arranged to apply the blocks with equal force to two pair of wheels, as
herein-before set forth, and the power would be distributed or divided to
these bell cranks, either by the arrangement described with reference to
Figure 24, being that indicated at B (in which case the hauling arm of
the bell crank C would point towards B) or by the arrangement described
with reference to Figure 20, namely, that indicated at A.
Figure 26 shows a combination of arrangements previously described,
which is peculiarly adapted for six wheel locomotive tenders, for by it
the blocks to the one end pair of wheels are applied with greater
force than those to the middle pair, while the blocks to the pair
of wheels next the engine are applied with the least force, such dis-
tribution of force corresponding with the average distribution of the
load to the wheels they brake. In this arrangement the rod a (con-
nected to a shaft worked by the brake handle but not shown) is
connected to the dividing bar A, which is jointed to and supported by the
transverse bar E preferably near the middle of the latter. The dividing
bar A is also linked by the rod a to the lever b on the brake shaft B
carried in shifting bearings. Near each end of the brake shaft is fixed a
flanged pinion C in gear with the two racks c, c, formed on or fixed to
the rods connected to the brake blocks. The rollers c', c, projecting
from the links D maintain the racks in gear with the pinion.
Figures 26 and 26 are enlarged detached views of the one pinion with
its rollers and racks. In this arrangement 1 prefer all the joints of the
dividing bar A to be free and not stiff as before described.
In all the preceding arrangements one block is applied to each wheel,
but in the arrangement shown in Figure 38 two blocks are applied to

page_text: each wheel according to the principles of this Invention. In this
arrangement the power is distributed to the vertical levers b¹ and 6 on
the brake shafts B', B2, (carried in shifting bearings) through the
dividing bar arrangement described with reference to Figure 20. The
end brake shaft in shifting bearings B' works the pair of blocks through
short levers in the ordinary manner, and also works the blocks y through
the brake shaft B₁ (carried in stationary bearings) to which it is con-
nected by the rod A jointed to arms a', a, fixed upon these two brake
shafts. By this arrangement one block is applied to each wheel by the
lesser leverage and another block by the greater leverage.
Another part of my Invention consists in distributing the power to
the brake blocks of a single railway carriage by means of a chain
worked by manual power, and so passed over guide sheaves if and
where necessary and otherwise so arranged as to be capable of actuating
brake shafts (whose levers may be formed to distribute the power in
different proportions) carried in stationary bearings or in rigid transverse
bars. Arrangements whereby this may be effected are shown in Figures
35 and 39. Thus in Figure 35 the chain C is carried over the guide
sheave c and then passing partly round the two sheaves B, B, as shown,
is connected to the frame at c'. The sheaves B, B, are carried in the
bolts connecting the radius suspension links A, A, with the rods b', b³,
which are jointed to fransverse bars connected to the brake blocks. The
chain C may be connected to the rod b' or to the one transverse bär. In
order to remove the blocks from the wheels after the brake pressure is
taken off I connect the rods b', be, to the toggle D. This toggle is
prevented from straightening beyond an angle of about 140° by a
stop on the joint d (not shown) or by other means, and is preferably
weighted at its elbow by the weights or lumps indicated. The brakes are
applied by tightening the chain C preferably by one of the dual leverage
arrangements herein-before described. I prefer passing the chain C over
a sheave the motion of which is governed by a spring and indicated on
a dial plate, so that the brakesman may ascertain the strain upon the
chain. An arrangement for this purpose is shown at Figure 35, in which
the chain C passes over the sheave e carried by the bell crank E con-
nected by the rod e¹ to a spring of sufficient power, the tension on which
may be indicated by a similar arrangement to that adopted in the con-
struction of Salter's spring balance. In some cases I should cause the
brake chain when wound up by power from the road wheels to act upon
a. similarly arranged indicator..

page_text: Figure 39 shows an arrangement in which the chain is connected to
one of two brake shafts which are carried in sides D connected to the
axle hoxes as indicated, springs A connect the opposite short levers, b, b',
of these brake shafts together in order that the blocks may be moved
from the wheels after the brake pressure is taken off. I prefer
to modify the effectiveness with which the pressure is transmitted to
the blocks by placing the shaft carrying the lever to which the short
rods are connected in a position to one side of or above the line drawn
through the point at which such rods are connected to the blocks in
order to cause the levers to act upon the rods at suitable different angles,
and thus equalise the proportion in which the power is distributed
to the blocks. I form the brake blocks in those arrangements wherein
the blocks are applied with materially different force with such different
superficial acting surfaces that the blocks applied with the lesser force
shall have a proportionately less surface than the blocks applied with
the greater force so as to ensure their wearing nearly level.
Another part of my Invention has reference to improved modes of
carrying brake blocks by means of links, and consists in connecting the
links at or near the centre of the iron backing of the block, and in a
sufficiently stiff manner to prevent the brake blocks turning on such
joint after the blocks have been moved from the wheels.
An arrangement for this purpose is shown in Figures 29 and 29°.
The links A, A, are suspended from the links G fixed to the frame.
The pin or bolt 6' by which the links and the short rod are connected
to the block passes through the strap of the block and through such
short rod, the strap being formed with a recess b for that purpose in
the usual manner.
The arrangement of the bolt b' for obtaining the before-mentioned
stiff motion of the block thereon is shown more distinctly to an enlarged
scale at Figures 31 and 31. The bolt is formed square under head, upon
which square part fits the india-rubber washer b³, shown at Figure 31*,
having a metal disc on each side as indicated, so that when the bolt
is passed through the links A and is tightened up the compression of the
washer between the head of the bolt and the link will afford the
required stiff motion; the washer is prevented from turning by the
square holes in the discs fitting on the square part of the bolt.
Figures 32, 32, and 33 show another arrangement for obtaining the
stiff shifting motion when the rod is formed with a fork A to take hold

page_text: of an eye or link. The bolt b' is in this case formed with a cylindrical
head which passes through the one side of the fork so as to bear against
the side of the eye or link, and at the screwed end the bolt is formed
with a slot in which fits a key a, and over this key is placed the india-
rubber washer 3 also with metal dises formed with notches, as shown at
Figure 32 so as to fit over the key. By tightening up the nut it
will be seen that the eye or link is nipped between the one side of the
fork and the head of the bolt by the elastic pressure afforded by the
compressed washer. This arrangement is also applicable to the bracket A
and the link C in Figure 14, the bracket A taking the place of the fork A.
I prefer so arranging the brake that when the block is half worn out
and in contact with the wheel the line of the force in applying the
brake would pass through the centre of the axle and also through the
centre of the acting surface of the block, and furthermore so that the
links carrying the blocks will then be perpendicular.
It will be readily understood that all the before-described systems of
mechanism for applying the brake blocks may with great advantage
be actuated by my dual power leverage systems first described.
Having thus described the nature of that part of my Invention which
relates to brake gear limited to a single railway carriage, and in what
manner the same is to be performed, I wish it to be understood that I
am aware that brake blocks have been suspended from the frame by
"
knuckles or short links connected to the strap of the block at or near
the top by free joints, and I therefore in no way claim such method of
arranging brake blocks; but what I claim in respect of this part of my
Invention is,
46
First. Employing brake gear having the peculiar adjusting motion
herein-before set forth.
Second. So carrying and working brake shafts connected to blocks by
rods substantially in the manner herein-before set forth, that such brake
shafts practically can adjust their position according to any unequal
wearing of any of the brake blocks, for the purposes herein-before set
fortli.
Third. So carrying and working brake shafts connected to their blocks
by rods substantially in the manner herein-before set forth, that such
brake shafts are capable of so shifting their position that the points of
resistance through which the brake pressure is applied to the blocks of

page_text: the one pair of wheels is afforded by the contact of brake blocks against
another pair of wheels practically irrespective of any unequal wearing of
any of the brake blocks for the purposes herein-before set forth.
Fourth. Working brake shafts by connecting the long rod directly to
an arm or its equivalent upon such shaft, as shown in Figure 18, the
latter being arranged so as to be capable of shifting or adjusting its
position as herein-before set forth.
Fifth. So transmitting the brake power by or through vertical,
dividing, or distributing bars, that the position of the brake gear is
adjusted according to the wearing of the blocks, for the purposes set
forth in the second and third claims.
Sixth. Working flap or hinged block by a screw rod so arranged that
the blocks themselves afford the point of resistance through which the
screw rod applies the brakes, for the purposes herein-before set forth in
the second and third claims.
Seventh. So carrying brake shafts either in sides supported by the axle
boxes or by sides supported by the horn plates, or by bearings supported
by holders or brackets connected to the frame, that such brake shafts are
capable of shifting or adjusting their position for the purposes herein-
before set forth.
Eighth. Obtaining such adjustment or shifting of brake shafts by
carrying them either in slots or in brasses working in slots formed in
sides connected either to the axle boxes, or to the horn plates, or in
holders or brackets connected to the frame.
Ninth. Carrying brake shafts in sides capable of sliding on the axle
boxes in order that the brake shaft may shift or adjust its position, for
the purposes herein-before set forth.
Tenth. Obtaining such adjustment or shifting of a brake shaft by
carrying it in slings or links suspended from the frame.
Eleventh. Working brake shafts capable of shifting OF adjusting their
position as herein-before set forth by a vertical screw spindle working in
a nut, either carried by or linked to a horizontal lever on such brake
shaft, as indicated in or described with reference to Figure 14.
Twelfth. Applying blocks to two pair of wheels by brake shafts
capable of shifting or adjusting their position, as herein-before set forth,

page_text: when one or both pair of wheels are coupled or geared to another pair or
other pairs of wheels to which the brake blocks are not applied.
Thirteenth. Working brake blocks applied as the uncoupled wheels of
railway rolling stock, and arranged in the manner described with refe-
rence to Figures 14 and 15, by pinion and rack, or screw purchase gear
actuated by my dual leverage, or in the ordinary manner, the brake shaft
being so arranged as to be capable of shifting or adjusting its position,
as herein-before set forth.
Fourteenth. Applying brake blocks to the uncoupled wheels of railway
rolling stock by screw or pinion rods (rotated by my dual leverage or in
the ordinary manner), actuating brake shafts capable of shifting or
adjusting their position, for the purposes herein-before set forth, the
arrangement being such that the brake shafts practically work the brake
blocks to each pair of wheels with equal or nearly equal leverage.
Fifteenth. Working brakes by a dividing or distributing bar, actuated
by a screw spindle and nut or worm wheel, or by a rack and pinion, the
power being applied through a rod connected to the dividing bar, as
indicated in Figure 20.
Sixteenth. Applying or putting on brakes by hand power to uncoupled
wheels (arranged as described with reference to Figures 14 and 15),
through either shifting brake shafts or adjusting dividing bars, or by
levers arranged as described with reference to Figures 21 and 21.
Seventeenth. So arranging the brake blocks in relation to the brake
gear that while the latter is caused to rise and fall with the carriage the
latter do not or only partially partake of such motion.
Eighteenth. So arranging brake gear that the vertical motion of the
carriage upon its bearing springs is practically capable of varying the
angles at which the brake rods act on the blocks, and also the relative
position of the points of connection of such rods, and the circumference
of the wheels, so as to release the wheels from time to time should they
be skidded.
Nineteenth. Obtaining such remittant action upon a brake shaft
carried in sides connected to the axle boxes by connecting the rod F to
frame, as described with reference to Figure 19.
"
Twentieth. Arranging brake shafts supported by ordinary sides
"
or guides, or runners, in combination with brake shafts, capable of
shifting or adjusting their position.

page_text: Twenty-first. So arranging the brake gear that the lateral or to-and-
fro motion of the axle boxes in the horn plates is practically not interfered
with by the application of the brakes.
Twenty-second. Obtaining such free motion of the axle boxes by
connecting the axles together and applying the power to the brake shaft
by an arrangement in which the pull or thrust is exerted in a vertical or
nearly vertical direction, that is to say, in a direction not coinciding
with the lateral motion of the axle boxes.
Twenty-third. Actuating the brake shaft by a bell crank carried in a
frame riding on the brake shaft, and connected to the carriage frame in
such manner that the connection affords the resistance to the power
applied to the bell crank for putting on the brakes.
Twenty-fourth. Carrying such bell crank by a bracket or a shaft
connected to the frame.
Twenty-fifth. Connecting brake blocks to a brake shaft by means of
racks in gear with pinions carried by the brake shaft when the latter is
capable of shifting or adjusting its position.
Twenty-sixth. Employing brake shafts capable of shifting or adjusting
their position in combination with working the one block to each wheel
or pair of wheels, by the upper short levers or the greater leverage, and
the other block to such wheel or pair of wheels by the lower short levers
or the lesser leverage, for the purposes herein-before set forth.
Twenty-seventh. Employing blocks of suitable different superficial
acting surface in combination either with brake shafts or with other
brake gear, capable of shifting or adjusting its position, in the manner
and for the purposes herein-before set forth, with reference to Figures 18,
19, 24, 25, 26, and 38 of the Drawings.
or
Twenty-eighth. Equalizing the force with which the brake blocks are
applied by transmitting the force to the several brake blocks at
through suitable different angles, in combination with brake shafts
capable of shifting or adjusting their position, or with brake levers
arranged as shown at Figures 20 and 21*.
Twenty-ninth. Distributing the brake power to two or more brake
shafts, either by a dividing bar or a screw rod, or an arrangement of
levers capable of shifting or adjusting their position, as herein-before set
forth, or by a chain arranged as herein-before set forth.

page_text: Thirtieth. Applying four blocks to one pair of which by an arrange-
ment of brake shafts, one or more of which are capable of adjusting their
position, as herein-before set forth.
Thirty-first. Working two transverse bars connecting two brake blocks
on the opposite sides of the carriage in a similar manner to that herein-
before described, either by a vertical dividing bar, or by an arrangement
of levers, such as shown at Figures 21 and 21%, or by a chain arranged as
herein-before set forth.
Thirty-second. So arranging brake shafts or other brake gear for
applying one block to each wheel of six-wheel railway rolling stock that
such brake shafts or brake gear are capable of shifting or adjusting their
position, for the purposes herein-before set forth.
Thirty-third. So connecting blocks to a brake shaft capable of adjust-
ing its position that the brake power is applied by a thrust action upon
such shaft instead of by a pulling action.
Thirty-fourth. Applying the brake power to the wheels in locomotive
tenders or brake vans or other railway rolling stock in definite different
proportions, as and for the purposes herein-before set forth.
Thirty-fifth. Working the brakes of a single railway carriage by
manual power when the brake gear is so arranged that the requisite
pressure is applied or distributed to the brake blocks by a length of
chain.
Thirty-sixth. Working by manual power the brakes of a single railway
carriage by a length of chain so connected at the one end either to a
suitable moveable part of the brake gear or to the frame of the carriage,
and so passed over another or other suitable moveable parts of the brake
gear that by winding up the other end of such chain the requisite
pressure is applied or distributed to the brakes.
Thirty-seventh. Removing the blocks from the wheels after the brake
pressure is taken off by the action of a toggle, whether applied to a single
or a continuous brake.
Thirty-eighth. So arranging the connection of the chain to the brake
gear when the brake blocks are not arranged to rise and fall with the
carriage that such rising and falling only varies the pressure upon the
blocks within convenient limits; and also so that the tightening of such
chain does not of itself weight the bearing springs, substantially as

page_text: - ISTE.
carriage or to a continuous brake.
wuICI aPPITER (O L DTTIBIS
Thirty-ninth. Indicating the pressure being applied to brakes irre-
spective of whether the brake gear is or is not capable of shifting or
adjusting its position, for the purposes herein-before claimed, whether
applied to a single carriage or to a continuous brake.
Fortieth. The various arrangements herein-before described for
obtaining the stiff motion of parts of brake gear.
Forty-first. The arrangement for obtaining stiff motion described with
reference to Figures 33, 32, and 32, whether applied to brake gear or
otherwise.
Forty-second. Suspending brake blocks by links arranged substantially
as described with reference to Figures 29 and 29*.
Forty-third. Working brake gear by dual leverage when the brake
gear is so arranged that parts thereof are capable of altering their posi-
tion for the purpose herein-before set forth.
Forty-fourth. Working brake gear when so arranged as to be capable
of shifting its position by dual power leverage obtained otherwise than
by merely shifting the hand from one part to another of the same
lever or the equivalent of a lever.
Another part of my Invention has reference to improved methods,
apparatus, and arrangements by means of which brakes can be applied
to two or more carriages, the brake gear of the several carriages being
connected together by a continuous length of chain or a continuous
torsion rod in the manner now adopted, except when a different method
is indicated or described. I prefer obtaining the power for actuating the
continuous brake chain by the frictional contact of wheels on the
drum upon which the brake chain is wound with either the axle of
the road wheels or with drums connected to the axle.
Figure 27 shows an arrangement for this purpose, the friction drum
being so carried by the axle to which it is applied that the play of the
carriage upon its bearing springs would not prejudicially affect the
action of the brakes. In this Figure the brake chain C is arranged to
apply brake blocks to the other pair of wheels of the same carriage, and
in such manner that these blocks are capable of being held on when
desired after the brakes applied by the brake chain to the other wheels

page_text: are taken off, for the purpose of enabling the remainder of the brakes
to be taken off after the train has stopped without causing the to-and-fro
motion which would otherwise frequently take place (generally indeed
when the carriages were coupled in the ordinary manner), such blocks
being automatically taken off after the starting of the locomotive by
the consequent diminition of pressure upon the buffer springs or increase
of strain upon the spring of the draw bar, the arrangement for which
purpose is shown in Figures 27 and 27". The shaft d of the friction
wheels D is carried in bearings mounted in the sides F of a horizontal
framing, supported at the one end by the links f slung from the frame.
This framing is supported at the other end by the axle A.
By the
frictional contact of the wheels D with an enlargement upon the axle A,.
it is caused to revolve so as to wind up the chain C, which for this
purpose is connected to the shaft d, or to a drum frictionally coupled
to it in the manner herein-before described. The horizontal framing
is linked to the arms e on the shaft E which is carried and worked in
a similar. manner to brake shafts. In this arrangement the friction
wheels are put in gear by moving the horizontal lever on such shaft
in the direction indicated by the arrow. In this arrangement the brake
blocks of the brake van are held on after the release of the other
brakes, when the rod g is in such a position that the pawl G is free to
gear with the ratchet segment 62 fast on the brake shaft B, as shown in
Figure 27, and they are taken off by disengaging the pawl G, which
would either be effected by the stud shown on the rod g actuated as
herein-before described, or by the starting of the train through the
consequent motion imparted to the stud g' upon the draw bar, such studs
coming in contact with one of the fingers on the spindle of the pawl Gas
indicated. The pawl is carried in a fixed bracket, and the rod g² may
be suspended by a link as shown, and actuated by connecting it to a
crank worked by a screw purchase arranged as in the ordinary manner
for working brakes. In order that the pawl G although only holding
at intervals may maintain a continuous and sufficient pressure for
holding on the brakes the brake shaft is actuated through the plate
spring b', as indicated in Figure 27. The brake shaft B could of course
be arranged to shift as herein-before described when applying blocks
to two pair of wheels.

page_text: In order to enable the same set of friction gear to work the brakes
of carriages connected to either end of the brake van I provide a
separate length of chain (or where two parallel brake chains are
employed two such separate lengths), extending from one end of the
brake van to the other and capable of being employed as a reversing
chain. The end y of this chain when in use is connected to the loose end
of the drum chain C, and in passing partly round a horizontal sheave
carried by the bracket is at a connected either to the brake chain herein-
after described with reference to Figure 20, as the case may be carried
under the head stock.
In other arrangements I obtain the power by friction wheels driven
by the tread of two pairs of road wheels, for which purpose I modify
any of the before-described arrangements for working brake blocks, but
preferably those having brake shafts carried in shifting bearings to the
working of such friction wheels by forming suitable bearings in the
block straps or slide boxes, as the case may be, in which bearings I
mount the shaft of the friction wheels. In some cases I substitute
friction wheels for one pair of brake blocks only, so that the same action
which applies the friction wheels to the one pair of road wheels will
apply brake blocks to the other pair of wheels.
When the power is
obtained from but one pair of road wheels in some case I have a
friction wheel at one end of the shaft only, the friction wheel being in
that case applied to the tread of the road wheel.
In order to prevent the impact upon the chain resulting from the
"vis viva" in the friction wheels I attach the brake chain to a drum
preferably of small diameter, connected to the strap of the friction wheels
by means of a frictional coupling. For this purpose any suitable known
form of frictional coupling such as that described in the Specification
to certain Letters Patent granted to Thomas A Weston, bearing date
29 January 1863, No. 263, the conical friction clutch and other similar
contrivances may be employed, and I prefer obtaining the requisite
frictional pressure by what I terin "a boxed index spring.".
"
Figure 43 shows a half section and an external view of this boxed
index spring" in combination with a conical clutch apparatus. The
chain drum shaft A passes through the box or cylinder B, the latter
having grooves in which feathers a formed on the shaft A work, in
order that the box may be capable of sliding upon the shaft, but not
of turning upon it; in the box or cylinder is placed the spiral spring

page_text: covering which is the washer b formed so as not to turn in the box.
The gland E fits freely into the open end of the box and works on the
screw thread a¹ on the shaft A, so that as the gland E is screwed upon
the shaft it is caused to enter the box to a greater or less extent, whereby
a greater or less compression of the spiral spring takes place, and the
degree of such compression is indicated by the scale e' marked upon
the gland, and so arranged that the pressure on the conical clutches d³, d³,
formed on the chain drum D is read off at that division of the scale
which appears outside of the box. Or, in place of obtaining the
pressure by means of a screw gland a wedge or pair of wedges passing
through slots in the box and a slotted hole in the continuous rod may
be employed.
The
Figure 40 shows another arrangement for actuating the chain.
shaft A mounted in the fixed framing Y, Y', carries loose upon it the
drum or pulley D, receiving rotary motion from the axle of one pair of
road wheels by means of an endless band or a gearing chain, and the
shaft A furthermore carries the brake chain drum C loose upon it. The
shaft A passes through the block E sliding in the frame Y, which block
is connected by the links f to levers on the shaft F, the power to
By the motion of this block
which is applied through the lever f'.
the one end surface of the revolving drum or pulley D is pressed against
the brake chain drum C, which by the frictional contact thus produced
is caused to revolve so as to wind up the brake chain c which is
passed over the shaft or roller c.1 The requisite frictional contact
being obtained by forming the drums with conical clutch surfaces, as
indicated at G.
For working continuous rods by power from the motion of the train
I employ the friction drum arrangements described with reference to
Figure 27 and 40, and the motion thus obtained is transmitted to the
continuous rod either directly by means of a pair of bevil wheels or
through the intervention of power increasing gearing. Thus, Figure 41
is a modification of the arrangement shown in Figure 40, similar letters
of reference indicating similar parts in each Figure. In this arrange-
ment the rotation of the male half of the conical clutch G drives the
spur wheel upon the shaft K by the pinion formed on or fixed to
the clutch. The shaft K drives the bevil pinions h, h, through the
ratchet clutch contrivance, shown enlarged at Figure 41, in order to
impart motion to the continuous rod in one direction only from the

page_text: driving wheels running alternately in contrary directions. The two
bevil pinions h, h, are loose upon the shaft K, and are in gear with the
bevil wheel n fast on the continuous rod, the pinions being made
capable of revolving with the shaft by means of the right and left
handed sliding clutches k, k, or other known contrivances for effecting
the same purpose, the teeth of which are so kept in gear by means of
the spring L, that the shaft K drives the one pinion when revolving
in one direction, and the other pinion when revolving in the other
direction, from which it will be seen that in which ever direction the
shaft A revolves, it will always impart motion in one and the same
direction by means of the bevil pinions to the wheel H, and consequently
to the continuous rod. For permitting the pressure upon the blocks
to be eased or taken off one clutch is first drawn out of gear, which
is effected in this arrangement by connecting the shifting lever M
(attached to the link me as a fulerun) to the link f, through which the
frictional power is applied to the conical clutch, after which the
blocks are removed the desired distance from the wheels by means of
the handle N actuating the continuous rod by bevil wheels in the ordinary
manner.
Figure 42 shows a modification of the arrangement described with
reference to Figure 27, in which the motion of the friction wheels D
is transmitted to the continuous torsion rod H' by means of speed-
reducing gearing D' carried by the sides F of the horizontal framing,
and imparting motion by a pair of bevil wheels to the wheel H in
gear with the bevil wheel H on the continuous rod.
In this Figure is shown an apparatus by which I indicate to the
brakesman approximately the speed of the wheels to which either brake
blocks or friction gear are applied. Such apparatus consists simply of
the disc or wheel I revolving easily on a spindle inside the brake van,
to which disc or wheel rotary motion is imparted by the axle of the
carriage wheels whose speed it is desired to indicate either by means of
the band or cord i as shown, or by means of a spindle having pinions
gear with other pinions upon the axle of such carriage wheel and
on the said indicator disc. Such indicator is also usefully applicable
for the purposes of indicating to the brakesman any undue speed of
the shaft or rod driven by the axle or rod, in which case it would
be geared to such shaft.
in
I prefer actuating friction-power gear by my before-described dual

page_text: leverage systems, in which case the primary leverage is arranged to
effect the putting on of the brakes with moderate force and the secondary
leverage to effect the application of the brakes with full force.
In order to enable the guard to apply a brake independently both
of his van being in motion and of the integrity of the continuous brake
I should usually prefer fitting trains liable to be broken up with an
independent arrangement of brake gear as herein-before described,
and preferably applying brake blocks to each pair of wheels including
those road wheels which drives the friction wheels.
Another part of my
Invention consists in providing carriages and
trucks not having brake gear with one or two lengths of chain arranged
lengthwise of the carriage or truck, which when connected to the chain
or chains working the brakes of those carriages which have brakes will
form therewith one or two continuous lengths of chain, whereby the
brake gear of carriages at each end of such carriage or truck can be
operated. Such a separate length of chain is shown at a, y, on
Figure 20, the loose end of the chain being preferably hooked up as
shown when not in use. I should usually employ two chains placed
preferably equidistant from the centre line, and so arranged that
they either work the brake shafts or other brake gear by passing over
separate grooves on the same sheaves or over independent sheaves,
carried by a shaft or axis common to both.
When both chains are actuated by power from one pair of road wheels
I provide a separate drum for each chain, which drums are frictionally
coupled to one and the same shaft.
When I arrange the brake chain along the centre of the carriage
I should generally form the weighted rod A of the ordinary carriage
coupling with a loop a, as shown in Figure 24, through which loop
the brake chain C passes.
When the brake chain is wound upon a drum or shaft driven either
by friction power from the road wheels or by steam power (irrespective
of whether it acts upon the brake gear through a lever or not), I
carry it from one carriage to the next over any suitable known adjusting
arrangement for adjusting for the varying distance between the
carriages, but by preference over radial links constructed and arranged as
shown at Figure 28.

page_text: To lessen the effect upon the brake chain of the variable distances
between the carriages, and to lessen the extent to which the tightening of
the chain would compress the buffer springs, I carry it from one carriage
to another over radial links. An arrangement for this purpose is shown
in Figure 28 and 28*. The two links A and the sheave b are carried
by the bracket B fixed to the headstock upon a horizontal pin working
in the slotted holes shown. The free ends of these links are connected
by means of a linch pin to corresponding links A carried in the same
manner by another carriage. The links are so formed as indicated in
the plan at Figure 28 that the one link of each pair fits between
the other pair so as to admit of any pair of links on one carriage
fitting correctly together with either pair of links of another carriage,
while all four sheaves will lie in the dotted line, as shown. The
brake chain passes from one carriage to another over the sheaves b, b,
carried by the brackets and under the two sheaves a, a, carried by
the links near their lower ends.
When the brake chain is worked by manual power I should generally
carry it from carriage to carriage by this arrangement of links.
In Figure 37, which shows an end view of the frame of a railway
carriage, the two continuous rods are equidistant from the centre line
and are geared together by the spur wheels h, h.
The brake gear
is connected to either of these continuous rods. By this arrangement
the direction in which the brake gear is moved will not be reversed by
reversing the carriages.
In Figures 30 and 30° the arrangement of brake gear shown is a
modification of that described with reference to Figure 15, which arrange-
ment prefer to employ for applying brake blocks to the wheels of
passenger carriages when a continuous length of chain is used for
conveying the power. In it the leverage given by the brake shaft is
adjustable in order that the purchase may be regulated as circumstances
require, that is, the number of sets of brake gear intervening between
such carriages and the drum by which the chain C is worked. I should
arrange the leverage of each brake gear both when worked by a chain
and when worked by a continuous rod in proportion to the normal weight
which would be carried by the wheels to which it applies the blocks.
Furthermore in this arrangement there is the free to-and-fro motion
between the horn plates and a remittant action such as herein-before set
forth. Having regard to the nature of the driving power I consider that

page_text: in this arrangement the remittant action will rather operate as a power
upon the chain, and thus mitigate if not practically adjust for the loss of
power from friction, which I consider to be a still more important feature
in a continuous chain brake than the releasing of the wheels when
skidded. The brake chain C passes partly round the two fixed guide
sheaves c, c, and under the moveable sheave c' carried by the long lever b
on a brake shaft B working the blocks by the pinion and rack arrange-
ment described with reference to Figures 26 and 26". At the end of this
lever is placed the "take-off" weight. The descent of the lever is
limited by a pin or bolt carried by the suspension rod & connected to the
frame and formed with holes at different heights, through one of which
such pin is passed. In this arrangement I effect the adjustment of the
leverage by the rod A, which is so connected to the sheave c' that it is
capable of moving the latter in a slot formed in the long lever for that
purpose, as shown. The rod A and the rod connected to the sheave c¹
being jointed as shown to the radius link a for convenience of arrange-
ment. Furthermore this rod A is kept in position by a horizontal pin
connecting it to the holder a', in which it slides.
Figure 30 is a partial detached plan of the long lever b with sheave c¹
and the adjusting links.
Figure 30 shows another arrangement of long lever for adjusting
the purchase, in which the pin or bolt connecting the sheave c' to
the lever is passed through any one of the series of pin holes
formed in the lever according to the leverage required. This is the
arrangement for adjusting the leverage which I should prefer for
trains that are but little liable to be broken up, and also for trains
working the goods' traflic, in which trains I should by preference carry
the blocks in the manner indicated in Figure 14.
It will be readily understood that the brake shafts may work the
blocks by levers in the ordinary manner; indeed, I should prefer doing
so in fitting these brakes to the goods trucks and similar rolling stock.
In arranging brakes worked by a continuous torsion rod (especially
when the latter is rotated by power from the road wheels) I interpose a
frictional clutch apparatus between the continuous rod and the brake
blocks, the other of the brake gear being arranged in any convenient
imanner, but preferably according to the principles herein-before set
forth.

page_text: Figures 42, 44, 45, and 46 show arrangements by which this improved
imethod of working brake gear through a continuous torsion rod may be
effected.
In Figure 42 the chain drum C is connected to the continuous
rod H' by the frictional coupling described with reference to Figure 48,
the chain being arranged to actuate the brake blocks in a similar
manner to that, herein-before described with reference to my arrange-
ments for working the brake blocks of a single railway carriage by a
chain, but if the carriage has four wheels only then preferably by
connecting such chain to the long lever in the arrangement of brake
gear described with reference to Figure 15, such lever then being
weighted and its descent limited, as described with reference to
Figure 30.
In Figures 45 and 46 the drum C in the previous arrangement instead
of actuating a chain is formed as a hollow screw spindle, which in
Figure 45 carries a nut connected to the brake gear by means of the
rod, while in Figure 46 it actuates a worm wheel also connected to the
brake gear by means of the rod. Again, in Figure 44 the bevil pinion C
is substituted for the drum or hollow screw spindle in the previous
arrangements, which pinion is in gear with the bevil wheel actuating the
brake gear by means of the rod. The brake gear employed in connection
with these, arrangements is by preference that described in the second
part of my Invention. For the conical friction clutch simple frictional
collars or Weston's frictional coupling before referred to may be sub-
stituted. I prefer to arrange the frictional coupling so that the pressure
would be capable of exerting against the blocks before it slipped would
be in some definite proportion to the weight normally upon such
wheels.
Another part of my. Invention relates to inter-communicating in
railway trains, and consists in certain arrangements of and apparatus
in connection with a cord. extending from one brake van to another,
or to the locomotive (and actuating a signal bell or gong at one end
or both ends of the train in a similar nianner to that heretofore
used, excepting where a special arrangement is indicated) for the pur-
pose of enabling the passengers riding in the carriages along or through
which such cord passes to communicate thereby with the guard and
driver in charge of the train, and furthermore it comprises means for

page_text: ascertaining the compartment or carriage from which a passenger's
signal was given.
By preference in all my arrangements for this purpose the cord passes
at the ends of the carriages either over a sheave or preferably between
antifriction rollers (arrangements of which are herein-after described),
and is connected at the one end to a so-called "balance weight," that
is to say, a weight so arranged as to overbalance the friction.
In some of the arrangements the signal cord (lettered C in all cases
and herein-after called the "train cord,") is so carried along the upper,
part of the carriage body or through the carriage, that it is readily,
accessible (without having to open the door) to passengers riding in
the carriages, while in other cases a cord or chain (lettered B throughout
and herein-after called the "carriage cord,") carried through the several
compartments of the one carriage and limited to such carriage, is so
arranged that by pulling thereon a contrivance or apparatus is actuated
by means of which either or both ends of the train cord is hauled
towards such carriage.
Figures 47 and 48° are partial end views of a passenger carriage
(the centre lines of which are indicated by the dotted lines a) fitted
with a fork or slotted bar, by means of which contrivance each end
of the train cord C is practically hauled in to nearly the same extent,
and this irrespective of any differential resistance at the two ends. Thus,
in Figure 47 the train cord C is passed between the prongs a, a, of
the fork A, while in Figure 48* it passes through a slot (a) formed
in the bar A, so that it will be wound up by the rotation of such
fork or bar so as to effect the sounding of the signal preferably a bell
(commonly called a gong) at the one end, or if desired at both ends,,
by connecting the other end of the cord to a tension or anti-slack
drum in gear with a bell or gong, an arrangement for which purpose
is described with reference to Figure 55.
An arrangement for enabling the passengers to cause such slotted bar
or fork to rotate by merely releasing a weight is shewn in the sectional
view at Figure 48 of the carriage, the outside parts being in the position
which they would assume when they had been actuated for sounding
the signal. These parts are also shown at Figure 48, drawn to an
enlarged scale in the position before being so actuated.
The weighted
cord B' is wound upon the drum D, which is prevented from rotating

page_text: the bar A by locking the catch d formed on the drum in a notch in
the arm F, as shown in the detached view. To this arm is connected
the one end of the carriage cord B enclosed in the tube E, and made
fast at its other end to the tube or carriage in any suitable manner.
In each compartment of the carriage the tube E is formed with one
or more open spaces in which are placed tubular handles e' (preferably
of wood and colored red) jointed thereto by glass ferrules e, e, or by
a strip of paper or other easily tearable or breakable material. By
pulling down such handle so as to remove the arm F from the catch d,
by which the latter holds the weight b, the glass ferrules would be broken,
thus indicating the compartment from which the signal was given.
The position of the weight 6 and also the train cord C being wound
upon the slotted bar would indicate the carriage at which the signal
was given, and thus would facilitate the ascertainment of the com-
partment.
It is evident that in place of arranging the self-acting mechanism
for ringing the signal bell or gong at the same carriage at which it
is put into action as described, such mechanism may be arranged. at
the part of the train where the signal bell or gong is situated.
In Figures 47 and 47 the carriage cord or chain B itself is wound
upon the drum D so that the fork is caused to revolve by pulling
the carriage cord B so as to unwind it from the drum, the fork being
thus made to wind up the train cord; the fork in this arrangement is
free to return to its original position, which action may be assisted
by a spring. To facilitate the running of the carriage cord over the
edges of the handle and of the tube E, such edges may be formed
rounded or trumpet mouthed. The carriage cord passes in this arrange-
ment from the drum D over the guide pulley b and up over another
guide pulley into a tube arranged inside at the top of the carriage,
and with tubular handles in a similar manner to that before described
with reference to Figure 48.
In Figure 40 is shown a portion of a passenger carriage fitted with
an arrangement by means of which the train cord can be wound from
the tension or anti-slack drum before referred to without actuating the
signal, to which the other end of the train cord is connected, when
the anti-slack drum is weighted so as to offer considerably less resistance
than the spring of the signal bell at the other end of the train. In

page_text: attaching the carriage cord thereto in a similar manner to that described
with reference to Figure 47. The carriage cord in either case passing
from the tube E into and down the tube E' to the under side of
the seat.
In both the above-described arrangements it will be seen that by
the rotation of the drum D the rack a and with it the pulley b will
be raised, and will pull that portion of the train cord C which offers
the least resistance over the guide pullies c', c, into a loop, thus actuating
the signal to which cord is attached. In this as well as the fork or
slotted bar arrangements the hauling or looping apparatus are applied
to both sides of the carriage so as to work a train cord on either
side. In all these arrangements I by preference so proportion the
mechanism actuating the train cord when worked by manual power
that increase of power is obtained by causing the extent to which
the train cord is pulled to be throughout the action less than the
extent to which the carriage cord is pulled.
In another arrangement I cause a cord to be so arranged within
convenient reach of the passengers and connected to a bell or other
sounding signal, arranged either at one end or at both ends of the train,
that the passengers in pulling such train cord will actuate either the
guard's signal or the driver's signal, or both the guard's and the driver's
signal. For this purpose in one modification I carry the train cord
in a tube inside the carriage (as near the centre line as convenient,)
as shown at Figure 50, which is similar in arrangement to that described
with reference to Figure 48, the handle e being in this case upon
the train cord. In order to reduce the friction of this cord on being
pulled, and also to reduce the necessary amount of the tension or anti-
slack weight, I cause it to pass from one carriage to another over or
between one or more antifriction rollers or pulleys arranged in that
position in which the cord would be most likely to press against them.
Arrangements of such rollers or pulleys are shown at Figures 53
and 54. Figure 53 shows the arrangement I prefer to employ when the

page_text: train cord is carried along the upper part of the carriage. The framed
bracket G fixed against the carriage carries four rollers H1, H2, H3, H*,
arranged as shown so as to form a space between them, through which
the train cord C passes. This arrangement with the exception of the
form of frame is shown applied at G in Figure 50. The large roller II'
may in suitable cases be arranged as the top roller instead of as the
bottom one, as shown. When the train cord does not pass near the
roof of some carriages and near the frame of others, or of trucks, the
four rollers may all be made of equal diameter.
Figure 54 shows an arrangement with only three rollers H', H2, H3,
are carried by the frame G' between which the train cord C passes, which
arrangement I employ at G' in Figure 49, as the roller c in the looping
arrangement serves as the fourth roller. When the train cord passes
through the head stock I should in some cases line the hole in which
the cord is thus retained in position with a trumpet-mouthed lining of
smooth metal, glass, hard wood, or other suitable smooth and hard
material instead of passing it through such roller arrangement, and
merely employ one or two rollers in the position or positions in which
the cord would be pressed against them to the greatest extent.
In the tube E, Figure 50, may be placed a wire or cord actuated
by the handle e' in combination with any suitable contrivance for
indicating the carriage in which the signal is given, for instance it may
be made to ignite by means of a friction tube a signal light or blue
fire or other fire or signal carried in a box F of iron or other
uninflammable material.
In Figure 51 the train cord C is carried along the cornice of the
carriage together with a second cord B', resembling it and situated close
to it, but connected at one end to the carriage and at the other end
to an indicator, such as a blue fire or other signal light F.
In another arrangement I employ two train cords arranged in con-
nection with two tension or anti-slack drums so constructed that the
rotation of such drums consequent on the extension or drawing out
of a train will not cause the signal bell in gear with such drums to
be struck, and furthermore the passengers will be enabled to signal by
a nearly constant amount of action upon the one train cord, and this
practically irrespective of the variable space between the carriages of
a train in motion.

page_text: In Figures 52 and 52" is shown an arrangement for this purpose
wherein two tension or anti-slack drums I, 1', are carried on the spindle
J, I being tight thereon and I loose; the drum I' is formed with cam
surfaces, against which bear rollers i, i, carried by a loose disc K
carried in an adjustable manner to the drum I by means of a thumb-
screw L; against the side of the drum bears the end of a lever M
carried by
chain N to the signal bell. If the two drums are made
to revolve equally, which will practically be the case if the cords C, C¹,
are only acted upon by any increasing of the distances between the
carriages of the train or by the balance weights that take up the slack,
no lateral motion of the drum I will take place, but if the train cord O
be pulled for giving a signal a differential motion between the two drums
will take place, and the rollers i, i, of the drum I in pressing against
the cam surfaces i of the drum 1', will cause this to move laterally
away from the drum I and to actuate the lever M so as to strike the
signal bell. By adjusting the disc K relative to the drum I and securing
it by causing the thumbscrew L to enter one of the holes in the disc
shown in Figure 52, the apparatus may be adjusted for any variation
in the length of the two cords and the amount of a differential rotation
which is to effect the striking of the signal. The small drums O, O', to
which the cords of the tension weights are connected are also adjustable
relative to the drums as indicated.
It might not always be practicable to make up the train with carriages
arranged to carry both cords; in this case the above apparatus may
still be made to act efficiently by simply preventing the rotation of the
spindle carrying the drums by passing a pin through it at one of the
bearings, or by any other convenient means. In this case the adjustment
of the rollers i, i, would be effected after the train had started, so as
to adjust for an extreme extension of the train.
Figure 55 shows the arrangement of tension or anti-slack drum,
actuating a signal bell herein-before referred to. The drum l' upon
which the train cord C acts has studs or cam surfaces Q formed on its
circumference, which as it revolves actuate the lever R connected to
the signal bell. S is the tension or anti-slack pulley to which the
cord T carrying the balance weight is attached.
In some cases I connect the cord attached to the gong next the driver
to a weighted drum placed near the middle of the train, and I place on or
near to the carriage carrying such drum another gong connected by a

page_text: cord (arranged similarly to that herein-before described or in any other
convenient manner) to a weighted drum placed in the rear of the
train.
Having thus described the nature of those parts of my Invention
which relates to arrangements of continuous brakes and of apparatus for
enabling the passengers to communicate by means of a cord passed along
the train, 1 wish it to be understood that I claim in respect of signalling
apparatus,-
First. In combination with a train cord arrangement for enabling
passengers to actuate a bell or bells or other suitable signalling apparatus
placed near the driver or guard, or both when such arrangement com-
bines either any one or more of the features in list A., or any one or
more of the features set forth in list B., together with any one or more of
the features set forth in list A., or any two or more of the features
set forth in list B.
The following is the list A. above referred to:-
a. The train cord connected at one end to an anti-slack or balance
drum in gear with a bell or gong.
b. Signal bells or gongs at both ends of the train cord, one of which
are in gear with a weighted drum.
c. The train cord maintained in tension by an anti-slack or tension
drum.
d. So arranging the contrivance by which the train cord is actuated
as to be accessible to passengers in two or more compartments.
e. So arranging one and the same fork or shaft or other contrivance
that it actuates a train cord carried indifferently on either side of the
carriage.
f. Passing the train cord from one carriage to another over or between
one or more fixed antifriction rollers.
g. Providing carriages either with antifriction rollers or other similar
contrivances or trumpet-mouthed holes (as described) on each side of the
carriage for holding the train cord.
h. Passing the train cord from carriage to carriage through trumpet-
mouthed holes, substantially as herein-before set forth.

page_text: i. The contrivance by which the weight is released being accessible to
passengers in two or more compartments.
.j. So arranging one and the same pull or handle to actuate a train
cord which may indifferently be situated on the one side or on the other
side of the carriage, or two train cords one on either side.
k. A carriage cord capable of actuating a
indifferently on either side of the carriage.
train cord arranged
1. A carriage cord so arranged that one and the same contrivance for
actuating the train cord can be worked thereby in one, two, or more
compartments.
m. Igniting a blue fire or other fire or signal light by friction tube.
n. An anti-slack or tension drum, the amount of rotation of which
before actuating the signal bell is adjustable.
o. A cord connected to an indicator lying side by side with a train
cord or carriage cord.
2. Arranging treadles in spaces formed in the tube carrying the train
or carriage cord, such handles being supported by the tube by glass
paper or other breakable or tearable material.
q. Igniting blue fire or other fire or signal light by a cord within hand
reach.
r. Actuating the train cord by a fork or looping shaft.
s. Using forks, slotted bars, and shafts formed or placed and otherwise
arranged, substantially in the manner herein-before set forth.
t. So constructing the anti-slack drum actuating a signal bell or gong
directly as to require no adjustment.
u. Arranging a signal bell or gong in the middle of a train as and for
the purposes herein-before set forth.
v. So arranging apparatus for signalling that the motion imparted To
such apparatus by the extension or shortening of the train shall not
effect the striking of the signal bell.
w. Arranging two anti-slack Ol' tension drum SO that a dif-
ferential motion between the two shall cause a signal bell to be
actuated.

page_text: x. Releasing the weight ringing the bell by drawing the train or
carriage cord into a loop.
y. Carrying the train cord over antifriction rollers in combination
with an arrangement for ringing the bell by releasing a weight.
The following is the list B. above referred to:-
a. Actuating the train cord by means either of a fork or slotted bar
or other contrivance practically capable of hauling in both ends of a
train cord equally, or by a looping shaft or other contrivances, whereby
the one end only will be hauled in for the purposes herein-before set
forth.
b. Carrying a train cord within hand reach, that is to say, in or about
the positions herein-before described.
c. So arranging signalling apparatus worked by a train cord that a
signal bell is rung by the releasing of a weight.
d. Contrivances for indicating the compartment or carriage in com-
bination with a train cord carried on friction rollers.
e. Detectors capable of affording an external indication to either the
carriage or compartment at which the signal was given.
f. Detectors giving an external indication of the carriage and an
internal indication of the compartment.
g. The train and carried in the position set forth. with reference to
Figures 47 and 48.
h. Carrying carriage or train cords in a tube with open spaces.
i. Detectors giving an internal indication of the compartment or
carriage.
j. So arranging a train cord carried over antifriction rollers that it is
capable of actuating a bell at either end.
k. The train cord carried at the side of the carriage.
Second. I claim separately and individually the features marked in
the list B. for signalling by a cord in railway trains.
And I claim in respect of that part of my Invention relating to
continuous brakes,

page_text: First. The combination of a continuous brake worked by a continuous
torsion rod in combination either with brake gear capable of adjusting
or shifting its position, as set forth in the preceding part of my Invention,
or with any one or more of the features set forth in the following list
marked A'.
Second. A continuous brake worked by a continuous length of chain
in combination with brake gear capable of adjusting or shifting its
position otherwise than the adjustment afforded merely by the action
of the chain, or with any one or more of the features set forth in the
following list A.
a. The before-described arrangement of apparatus for affording
uniform directional rotation of the continuous rod.
b. Obtaining rotation in one direction at a continuous rod by rotation
whether one direction or the other of the friction power gear.
c. Obtaining the pressure of the frictional couplings through a
spring.
d. The various contrivances herein-before described for obtaining a
frictional coupling for the purposes set forth.
e. The contrivance herein-before described and termed the boxed
index spring.
f. Carrying, working, and arranging friction power gear as described
with reference to Figures 27, 40, 41, and 42.
g. Indicating the power applied to continuous brakes.
1. Indicating the speed with which road wheels are revolving,
i. Preventing the rising and falling of the chain drum with friction
wheels applied to the axle by carrying them on a horizontal frame, to
which the power is applied through a horizontal pulling rod.
j. Applying the power to friction wheels carried by a horizontal frame
through a screw or other purchase obtained by a winch handle.
k. Obtaining frictional power by wheels upon a certain drum in con-
tact with the axle of the road wheels, and so arranged as not to rise and
fall with the carriage.

page_text: 1. The various contrivances herein-before described for frictionally
coupling brake gear to continuous torsion rods.
m. Frictionally coupling continuous rods to the brake gear by pressure
against the end surfaces of the drums or their equivalents.
n. Working brake gear by a drum or pulley driven by the axle, the
frictional power from such drum being obtained by the contact of the
end surface of the drum, or its equivalent.
0. Frictionally coupling the chain drum or the driver of the continuous
rod to the shaft of the friction power wheels either by a conical clutch
or Weston's frictional coupling, or by any known means, a spring being
interposed.
?
p. Interposing a frictional coupling between the continuous rod and
the friction power wheels.
q. Interposing a frictional coupling between the continuous rod and
the levers or rods connected to the blocks.
r. The reversing chain a, shewn in Figure 27, and the separate
length of chain y, x, described with reference to Figure 20, for the
purposes herein-before set forth.
s. Gearing two torsion rods, as shewn in Figure 37.
t. Applying by manual power breaks to wheels working other brakes
by friction power gear.
u. Arranging one and the same mechanism to apply brake blocks and
to work friction power brake gear.
v. Working continuous torsion rods by friction-power wheels applied
to the axle of a road wheel.
w. Arranging friction power gear having a friction wheel at one end
of shaft only, as and for the purposes herein-before set forth.
a. So arranging break gear that the leverage is in proportion to the
weight.
y. Arranging the leverage of break gear so that it may be adjusted
for the purposes herein-before set forth.
2. Arranging continuous brakes so that the blocks to one or more
pairs of wheels are held on while the others are liberated; also
automatically releasing such brakes so held on by gear actuated by the
starting of the train.

page_text: X. Working friction power gear by dual leverage obtained otherwise
than by merely shifting the hand from one part to another of the same
lever or the equivalent.
Y. Causing the vertical play of the carriage upon its bearing springs
to produce a remittant pressure upon the blocks, such as herein-before
set forth.
Z. An arrangement whereby practically the axle boxes are as free
to move laterally in the horn plates when the brake is on as at other
times.
I claim the features marked e, y, h, in the above list marked A.,
whether employed in connection with continuous brakes or with brakes
limited to a single carriage.
And I claim furthermore the combination of any two, three, or four
of the following, namely, claims 43 and 44, and the above features
Y and Z.
In witness whereof, 1, the said Thomas Comfield, junior, have here-
unto set my hand and seal, this Sixteenth day of January, in
the year of our Lord One thousand eight hundred and sixty
nine.
THO. COMFIELD, J". (L.S.)