IMPROVEMENTS IN RETARDING AND STOPPING RAILWAY TRAINS, AND IN THE MACHINERY OR APPARATUS EMPLOYED THEREIN.
Year: 1871

page_text: .
LETTERS PATENT to William Naylor, of Mildmay Park, in the
County of Middlesex, Engineer, for the Invention of "IMPROVEMENTS
IN RETARDING AND STOPPING RAILWAY TRAINS, AND IN THE MACHINERY OR
APPARATUS EMPLOYED THEREIN.'
دو
PROVISIONAL SPECIFICATION left by the said William Naylor at
the Office of the Commissioners of Patents, with his Petition, on
the 15th November 1871.
I, WILLIAM NAYLOR, of Mildmay Park, in the County of Middlesex,
Engineer, do hereby declare the nature of the said Invention for
" IMPROVEMENTS IN RETARDING AND STOPPING RAILWAY TRAINS, AND IN THE
MACHINERY OR APPARATUS EMPLOYED THEREIN, to be as follows:-
"
This Invention relates to a peculiar combination and arrangement of
machinery or apparatus for working or actuating, that is to say, putting
on or taking off continuous railway breaks, and is chiefly intended for
actuating the description of breaks which are described in the Specifica-

page_text: tions of Letters Patent granted to me and bearing date respectively the
Twenty-eighth of November, in the year of our Lord One thousand
eight hundred and sixty-eight, No. 3635, and the Eighteenth of May
in the year of our Lord One thousand eight hundred and sixty-
nine, No. 1529, although I do not restrict myself to the application
of such machinery to the particular description of continuous breaks set
forth in the said Specifications.
"
I propose to take off and to keep off the train breaks by a peculiar
arrangement of crab and parts connected therewith worked by the hand
of the guard. The crab is to be fixed in the guard's van or on the
engine or tender, and the continuous rope or chain is wound on to a plain
or on to a fusee shaped barrel, the said barrel being actuated by a pinion
on a first motion shaft gearing into a spur wheel on the axis of the barrel.
The axis of the winding barrel also carries two friction strap discs each of
which is provided with a friction strap break. One of these strap breaks
is brought into action by the descent of a horizontal lever which is
propped up so long as the train breaks are off," by a notch in a vertical
prop or lever, which lever is pushed to one side so as to release the
horizontal lever and allow the strap break to be put on so soon as
the train breaks are fully elevated or out of action, the result being that
the strap break prevents the continuous rope or chain from running
down again, thus holding all the train breaks "off." The pushing to
one side of the vertical lever or prop is effected by the continuous rope.
or chain itself which on making the last turn on the barrel is brought in
contact with the vertical lever. A cord is attached to the end of the
horizontal lever and passed over suitable guide pulleys which lead it to
the driver, so that on pulling this cord and lifting the horizontal lever
the strap break is taken off and all the train breaks are free to apply
themselves. A handle is also adapted to the fulcrum of the horizontal
lever by which the guard can also release the strap break and so put on
the train breaks.
When it is preferred to make the train itself take off its breaks, then I
employ an endless driving rope or chain for actuating the first motion.
shaft of the crab, the said endless driving rope or chain being passed
over a chain pulley on the first motion shaft of the crab, which pulley is
in connection with a friction slip clutch by a pall or catch, the object
of the slip clutch being to prevent any undue force being exerted on the
crab. This slip clutch consists of a series of discs of brass and iron

page_text: arranged alternately inside a box, the one set being fixed in the box and
the other fixed to the first motion shaft of the crab. These are com-
pressed together more or less, according to the friction required, by discs
of india-rubber or steel springs. From the chain pulley last referred to
the endless driving chain is laid over or under suitable guide pulleys and
over a chain or other suitable driving pulley suspended in levers from the
framing of the guard's van or other convenient vehicle in the train. The
upper end of the levers carrying the actuating chain pulley are slotted, and
in the slots works a pin or stud on a horizontal sliding rod actuated from
the guard's van in any convenient manner. One end of the sliding rod is
jointed to the vertical arm of a bell crank lever, the horizontal arm of
which is jointed to the lower ends of a pair of vertical links which carry a
friction pulley, a corresponding friction pulley being fixed on the adjacent
axle of the vehicle, and another on each side of the driving chain pulley.
When the train is running in one direction the guard by pulling the
sliding rod brings the friction pulleys on the axis of the chain pulley
into forcible contact with the boss or friction pulley on the axle, and
thus a rotatory motion of the chain pulley is produced and the endless
driving chain turns the barrel of the crab through the slip clutch, which
takes off the train breaks. When the train is running in the contrary
direction the guard by pushing the sliding rod brings the intermediate
friction pulley into contact simultaneously with the friction pulleys on
the axle of the vehicle and on the axis of the chain pulley, thus reversing
the motion of the latter. In order to allow for the play of the axle in
the axle guards and for any extra pull or thrust of the guard, I introduce
one or more helical springs, confined in spring boxes in the sliding rod
above referred to, so that it may yield accordingly. In order that the
guard or other person may at once see whether the train breaks are on
or off I employ a dial and indicator outside the top of the van, the
indicator being rotated so as to point to "breaks on or to "breaks off"
by means of a single bell or chain wound on to a small barrel on the end
of the axis of the main winding barrel. This belt passes under a pulley
in the end of a horizontal lever which is connected to the second strap
break before referred to. From the pulley in the said break strap lever
the belt passes through a helical spring and thence to the axis of the
indicator on the carriage. This belt should be wound on its barrel in
the opposite direction to that of the continuous rope or chain leading to
the train breaks, so that when the same is running out, to allow the train
breaks to apply themselves, the indicator belt will be wound up and will
"

page_text: lift the strap break lever gradually as the spring is compressed, thus
retarding the momentum of the crab winch barrel and at the same time
rotating the indicator, the spring serving as a yielding cushion, and
thereby not only applying the strap break with a yielding action, but
preventing the rupture of the belt.
When using my breaks as separate and self-contained breaks I
propose to lift and hold off the breaks by means of a short rope or chain
passing under a pulley in the end of a short break lever, one end of the
short rope or chain being secured to the framing and the other wound
on to a barrel connected with a break strap to suspend the train break
when out of action. The break lever is sufficiently short to admit of the
entire arrangement being contained between the wheels on either side of
the vehicle. When the lever descends a pall acts upon the pulley in the
end of the lever in order to check the too rapid descent of such lever;
the helical springs which I employ, in conjunction or not with toggle
links, for putting on the train breaks, are so arranged as to receive their
force by compression on the springs whilst they give out their force by
tension on the rods in connection therewith. One or more of the said
springs may be carried when in use between cross heads connected
together by side rods, or they may be contained in lengths of pipe or
tubing.
In order to ensure the efficient action of the break blocks upon the
wheels and of the wheels upon the rails, I propose to direct, by means of
pipes leading down from a reservoir in the van, a jet or jets of water on
to the face of the rail, or on to the tyres of the wheels, or both, so as to
remove any foreign substance therefrom which might interfere with the
due amount of adhesion.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Naylor in the Great Seal Patent Office
on the 15th May 1872.

page_text: WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Fifteenth day of November, in the year
of our Lord One thousand eight hundred and seventy-one, in the 35th
year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said William Naylor, Her special license
that I, the said William Naylor, my executors, administrators, and
assigns, or such others as I, the said William Naylor, my executors,
administrators, or assigns, should at any time agree with, and no others,
from time to time and at all times thereafter during the term therein
expressed, should and lawfully might make, use, exercise, and vend,
within the United Kingdom of Great Britain and Ireland, the Chanuel
Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN RETARDING
AND STOPPING RAILWAY TRAINS, AND IN THE MACHINERY OR APPARATUS EMPLOYED
THEREIN," upon the condition (amongst others) that I, the said William
Naylor, my executors or administrators, by an instrument.in writing
under my hand and seal, should particularly describe and ascertain
the nature of the said Invention, and in what manner the same was
to be performed, and cause the same to be filed in the Great Seal Patent
Office within six calendar months next and immediately after the date

page_text: And in order that my said Invention may be fully understood I shall
now proceed more particularly to describe the same, and for that purpose
shall refer to the several Figures on the annexed two Sheets of Drawings,
the same letters of reference indicating corresponding parts in all the
corresponding Figures.
Figure 1 (Sheet 1) represents a side elevation of a crab and parts in
connection therewith for taking off and keeping off continuous railway
train breaks, which crab is, according to my Invention, arranged for.
being worked by the train itself when in motion so as to be self-acting ;
Figure 2 is a front elevation of the crab, corresponding to Figure 1;
Figure 3 represents an arrangement of mechanism for actuating the
said crab from one of the axles of the train; and Figures 4 and 5
are views of an indicator intended to be placed outside the guard's
van for shewing to the engine driver when the breaks are fully "on
or off."
66
"
The crab (of which A, A, are the two standards or frames) is to be
fixed in the guard's van or on the engine or tender, and the continuous
rope or chain B which lifts off the several breaks and corresponds to the
same rope or chain which is lettered G in the Specification of my
Patent, No. 3635, in the year of our Lord One thousand eight hundred
and sixty-eight, is wound on to a plain or (as shewn in my Drawing) on
to a fuzee shaped barrel C, the said barrel being actuated by a pinion D
on a first motion shaft E, gearing into a spur wheel F on the axis G of
the barrel. When the train is standing the crab (which may be either a
single or double purchase crab) is to be worked by the guard through
the intervention of a winch handle or hand wheel (not shown in my
Drawings.) The axis of the winding barrel also carries two friction
strap discs H and I, each of which is provided with a friction strap
break a and b. One of these strap breaks a has its two ends secured to
the small levers c, c, on the rocking shaft K and is brought into action
by the descent of the horizontal lever L fast on the said rocking shaft,
which lever is propped up so long as the train breaks are on" by a
notch in a vertical prop or lever M also fast to a rocking spindle N,
which lever is pushed to one side so as to allow the horizontal lever L to
descend and apply the strap break a so soon as the train breaks are fully
elevated or out of action, the result being that the strap break a
prevents the continuous rope or chain B from running down again, thus
holding all the train breaks "off." The pushing to one side of the
"

page_text: vertical lever or prop M is effected by the continuous rope or chain B
itself, which on approaching the last turn on the barrel is brought in
contact with the lugs d on the vertical prop lever. A cord O is attached
to the end of the horizontal lever L and is passed over suitable guide
pulleys (not shown in my Drawings) which lead it either above, below,
or along one side of the train to the driver, so that on pulling this cord
and lifting the horizontal lever L the strap break a. will be taken off
and all the train breaks will be free to apply themselves. A lever
handle P is also adapted to the rocking shaft which carries the
horizontal lever L by which the guard or driver, as the case may be,
can also release the strap break when requisite, and so put on the train
g
When it is preferred to make the train itself take off its breaks,then I
employ an endless driving rope or chain Q for actuating the first motion
shaft of the crab, the said endless driving rope or chain being passed
over a chain pulley R on the first motion shaft of the crab, which pulley
is in connection with a friction slip clutch S by a pall or catch f, the
object of the slip clutch being to prevent any undue force being exerted
on the crab. This slip clutch (details of which are shown at Figures
6, 7, 8, 9, and 10) consists of a series of discs of brass 7 and of iron h
arranged alternately inside a box S, the one set of discs 9 being fixed in
the box, and the other set of discs / fixed to the first motion shaft É
of the crab, which may be made square at that part to receive them:
These discs and are compressed together more or less according to
the friction required by discs i, i, of india-rubber or steel springs acted
on by a screwed gland T. From the chain pulley R, last referred to, the
endless driving chain Q is led over or under suitable guide pulleys k, k,
and over a chain or other suitable driving pulley U (Figure 3), suspended
in levers V, which are centred to stays W, secured to the framing X of
the guard's van or other convenient vehicle in the train. The upper ends
of the levers carrying the actuating chain pulley U are slotted, and in
the slots works a pin or stud 7 on one end of a horizontal sliding rod Y,
actuated from the guard's van in any convenient manner (in. my
Drawings I have shewn it actuated by a bell crank Z. and a travelling
nut working up and down a screw spindle m fitted with a hand wheel n).
The opposite end of this sliding rod is jointed to the vertical arm o of a
bell crank lever, also centred at p to the stays W before mentioned, the

page_text: horizontal arm 9 of which lever is jointed to the lower ends of a pair of
vertical links r the upper ends of which slide in a vertical guiding slot.
These links carry a friction pulley 8, herein-after termed the "inter-
mediate" friction pulley, a corresponding friction pulley or collar t being
fixed on the adjacent axle u of the vehicle, and another friction pulley v
on each side of the driving chain pulley U. When the train is running
in one direction the guard by pulling the sliding rod Y brings the
friction pulleys v on the axis of the chain pulley U into forcible contact
with the boss or friction pulley or collar t on the axle, and thus a
rotatory motion is imparted to the chain pulley U direct from the axle,
and the endless driving chain Q turns the barrel C of the crab through
the chain pulley R and slip clutch S, which takes off the train breaks.
When the train is running in the contrary direction the guard by
pushing the sliding rod Y, brings the intermediate friction pulley 8 into
contact simultaneously with the friction pulley t on the axle of the
vehicle and the pulleys on the axis of the chain pulley U, thus
reversing the motion of the latter. In order to allow for the play of
the axle in the axle guards and for any extra pull or thrust of the
guard I introduce one or more belical springs w confined in spring boxes
in the sliding rod Y above referred to, so that it may yield accordingly.
In order that the guard or other person may at once see whether the
train breaks are on or off I employ a pair of dials and indicators (see x,
Figures 4 and 5) outside the top of the van, the dial, or the indicator, or
pointer, as the case may be, being rotated so as to point to "breaks on
or to "breaks off," by means of a belt or chain z wound on to a small
barrel 1 on the axis G of the main winding barrel or on to the axis or
shaft itself. This belt passes under a pulley 2 in the end of a horizontal
lever 3 which is fast on a rocking shaft 4 carrying the short levers 5, 5,
to which are connected the ends of the second strap break before
referred to. From the pulley 2 in the said break strap lever 3 the belt
passes through a helical spring 6 and thence to the axis of the indicator
on the carriage. This belt should be wound on its barrel 1 in the
opposite direction to that of the continuous rope or chain B leading to
the train breaks, so that when the same is running out, to allow the train
breaks to apply themselves, the indicator belt z will be wound up and will
lift the strap break lever 3 gradually as the spring 6 is compressed, thus
retarding the momentum of the crab winch barrel C and at the same
time rotating the indicator, the spring serving as a yielding cushion, and
"

page_text: thereby not only applying the strap break 6 with a yielding action, but
preventing the rupture of the belt.
Figure 11 represents an arrangement for actuating my breaks when
used as separate and self contained breaks. According to this arrange-
ment I lift and hold off the breaks by means of a short rope or chain
B passing under a pulley O in the end of a short break lever D, one end
of the short rope or chain B being secured to the framing at a and the
other wound on to a barrel E mounted on a break shaft F, such barrel
being connected with a friction disc and break strap (not shewn in my
Drawings) to suspend the train break when out of action; when the
strap break is released the train break immediately applies itself. If
desired this mode of lifting and holding off the breaks may be applied
to any one of a set of continuous railway breaks as an addition to that
system. In the above described arrangement the break shaft F may
extend transversely from side to side of the vehicle or from either side
to the centre.
.
Figure 12 (Sheet 2) represents a sectional elevation of a continuous
railway break wherein the helical springs F which I employ in con-
junction or not with toggle links G for putting on the train breaks are
so arranged as to receive their force by compression on the springs whilst
they give out their force by tension on the rod H in connection
therewith. For this purpose one or more of the said springs (I have
shewn two in my Drawing) may be carried between cross heads b, b³,
attached to the side rods I, which rods are connected to the main framing
at K, or the springs may be contained in lengths of pipe or tubing.
The cross head 6 is secured to one end of the side rods I, whilst the cross
head slides freely thereon and is secured to one end of the rod H
which is in connection with the toggle joints, the said rod H sliding
freely through the cross head b. The intermediate disc bu serves to
divide the springs and also slides freely along the rod H.
In order to ensure the efficient action of the break blocks upon the
wheels and of the wheels upon the rails I propose to direct by means of
pipes leading down from a reservoir in the van a jet or jets of water on
to the face of the rail, or on to the tyres of the wheels, or both, so as to
remove any foreign substance therefrom which might interfere with the
due amount of adhesion.

page_text: Having now described and particularly ascertained the nature of my
said Invention, and the manner in which the same is or may be used or
carried into effect, I would observe in conclusion that what I consider
to be novel and original, and therefore claim as the Invention secured

page_text: and give out their force by tension on the rods which actuate the breaks,
substantially as herein-before described.
In witness whereof, I, the said William Naylor, have to this my
Specification set my hand and seal, the Fourteenth day of May,
One thousand eight hundred and seventy-two.
WILLIAM NAYLOR. (L.S.)