IMPROVEMENTS. TV RATTANWAY RODATG AND TW ÅDDARATIS.CONNECTED THEREWITH
Year: 1871

page_text: LETTERS PATENT to William Naylor, of Mildmay Park, in the..
County of Middlesex, Engineer, for the Invention of "IMPROVEMENTS.
TV RATTANWAY RODATG AND TW ÅDDARATIS.CONNECTED THEREWITH
"
Sealed the 4th July 1871, and dated the 9th May 1871.
I, WILLIAM NAYLOR, of Mildmay Park, in the County of Middlesex,
Engineer, do hereby declare the nature of the said Invention for "IM-
PROVEMENTS IN RAILWAY BREAKS AND IN APPARATUS CONNECTED THEREWITH," to
be as follows
This Invention relates to improvements in the railway breaks and
apparatus connected therewith, for which I obtained Letters Patent
bearing date respectively the Twenty-eighth of November One thousand
eight hundred and sixty-eight, No. 3635, and the Eighteenth of May
One thousand eight hundred and sixty-nine, No. 1529.

page_text: The first part of my present Invention has reference to a novel
arrangement of the toggle-joint levers and break levers of continuous
railway breaks referred to in the Specification of the first-named Patent,
and to the combination therewith of a helical spring for actuating the
same, which spring operates by contraction when applying the breaks.
In carrying out this part of my Invention a pair or pairs of
angular or toggle links is to be applied as a means of forcing on the
breaks the upper ends of the toggle links to be secured to some
convenient part of the carriage frame. To the middle ends of these
links forming a knee joint there is attached a rod or rods leading to a
helical or other spring, the opposite end of which is secured to some
convenient fixed point in the carriage frame. At the bottom ends of
these links there is carried a pulley, and they are also in connection
with a lever or levers. At the opposite end of these levers one or two
short arms may be formed at right angles or thereabout, to which arms
may be attached push or tension rods, or both in connection with the
break blocks, or in some cases a weigh shaft may be used which can be
placed under the headstock or centre of the carriage, or in any other
· convenient position. The break blocks are suspended from the framing
and are by preference made reversible or double-faced, and mounted on
a centre pivot so as to admit of the block being turned over or reversed.
when one of its faces has become worn. These reversible blocks I
prefer to make of cast iron, although I do not confine myself to that
material. The breaks are maintained out of action by the tension of a
rope or chain passing over two fixed pullies, and under that in the
bottom end of the toggle links, and when this tension of the continuous
rope or chain is released then the helical springs come into aciton and
apply the several breaks throughout the train. Or a continuous chain
with a
or rods may be used running under the carriages or wagons
short connecting chain under each passing over one fixed pulley, such
connecting chain being attached to the bottom end of the toggle links
and the break lever end. It will be obvious that as the main chain is
hauled up, it will haul up by the branch chains all the toggle links and
break levers simultaneously, and by slacking out that main chain, rope,
or rods, the whole of the breaks will be applied simultaneously. These
toggle links with their springs may be placed vertically, horizontally, or
in any other convenient position, with suitable connections to the break
blocks.

page_text: To prevent abrasion between the axle boxes and the axle guards
produced by the pressure of the breaks I purpose to have lugs upon
the axle boxes, so that they may be stayed from each other by stays
attached thereto, either in tension or compression, as the case may be.
When the break is applied to a vehicle singly the two fixed pullies
are dispensed with, one end of the rope or chain is attached to a
fixed point in the frame and the other to a crab winch or windlass in or
upon the vehicle, and may be held suspended by a catch or friction
brake.
In order to maintain the tension of the continuous rope or chain
throughout the length of a train and lift the breaks off I propose to
employ an improved steam lifter, which constitutes the second part of
my Invention. This lifter consists of a pair of cylinders and pistons,
the rods of the latter being both connected to one common cross head
sliding in slotted guides. From this cross head there are suspended by
side links or jaws one or more grooved pullies which correspond to one
or more stationary pullies fitted to the lower end of the slotted guide.
Over these pullies the continuous rope or chain is passed, one end being
secured to a fixed point in the lifter or in the upper blocks, whilst the
other is attached to a fixed point in the frame of the last carriage or to
another lifter conveniently placed. Each carriage is provided with its
own separate length of chain or rope, and these when coupled form the
continuous chain or rope above referred to. The coupling of the several
lengths of chain or rope is effected by means of a peculiar split link,
having its junction surfaces bevilled to a knife edge, so that one link
will easily slip into and couple with the other.
On allowing steam to enter below the pistons of the lifter the rope
or chain will be hauled upon, and the several break levers will be lifted
and will remain elevated so long as the communication between the
lifter cylinders and the boiler is maintained, but on shutting off the
steam and opening an exhaust passage the pistons of the lifter cylinders
will descend and allow the breaks to be applied. In order, however, to
prevent the pistons from striking the ends of their cylinders I ensure
always a cushion of steam by arresting the escape just before the piston
completes its descent; and this I accomplish by means of a valve which
is allowed to close at the period required by the current of the exhaust
steam causing some of it to be shut up, and so act as a cushion to. the

page_text: piston or pistons, the previous resistance to the closing of such valve
having been removed by the cross head of the piston rods striking the
end of a lever which is connected by a rod to a second lever jointed to
the stem of the valve.
As it is not expedient to use steam for working the lifter of as great 5
a pressure as that required for the engine, it is advisable to employ a
pressure regulator between the boiler and the lifter for reducing the
pressure of the steam to the desired amount before supplying it to the
lifter.
The peculiar construction and arrangement of this pressure regulator 1
constitutes the third part of my present Invention. This improved
pressure regulator consists of a cylinder of uniform bore throughout,
within which work two equilibrium piston valves.
In the space
between these pistons there is formed the inlet opening from the boiler
· and the outlet opening to the cock which supplies the lifter. On the
outlet side there is also formed a branch passage leading underneath the
lower piston, and on the top of the upper piston rests a spindle pressed
downwards by a spring or springs or weight which regulates the pressure
of the steam supplied to the lifter, for as full pressure steam passes
through the regulator a portion of it passes also along the branch
passage and exerts a pressure against the full area of the bottom of the
lower piston, and raises it more or less against the resistance of the
spring or weight, thereby closing more or less the outlet orifice leading
to the lifter, and consequently "wire drawing" as it were the steam and
reducing its pressure. Should the pressure be diminished too much
then the spring forces down the equilibrium piston valves, and the
supply orifice leading to the lifter is more or less opened. A three-way
steam cock is situate between the pressure regulator and the lifter, so
that by turning the plug in one direction the steam will be directed
into the lifter, and by another quarter turn the steam will be shut off
from the boiler and allowed to escape freely from the lifter into the
atmosphere, allowing the lifter to descend and the breaks to go on.
This cock is intended to be fitted onto the engine and is provided
with two branches in order to allow for the reversed position of the
engine when changed from one end of the train to the other.
Although I have referred only to the use of steam in connection with
my break apparatus it is obvious that compressed air or gas or liquids
under pressure may be substituted therefor.

page_text: In applying this break to stock having buffers and draw bars with.
long range some difficulty may be experienced with the chain slacking or
having an undue strain put upon it; to avoid both which I have several
methods, for example:-A bell-crank lever is fixed to the end of the last
carriage, having a spring attached to one end, and the continuous chain or
rope to the other; owing to the action of the bent lever the spring will
exert a uniform tension on the chain, or nearly so, in whatever position.
the lever may be drawn. Or a weight slightly exceeding the force required
on the continuous rope or chain may be suspended at the end of the rope
or chain. Or bell-crank or other levers may be attached at one end to
the buffers or draw bars, or both, and at the other carrying a pulley or
pullies, which by diverting the chain from a right line will shorten it
or lengthen it as may be required. Or a spring fixed at one end and at
the other connected to a pulley may be employed pressing on the chain
or rope; the normal position of the rope or chain being slightly out of a
right line any undue strain will cause the pulley to push back the spring
and thus relieve the chain.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Naylor in the Great Seal Patent Office on
the 9th November 1871.
TO ALL TO WHOM THESE PRESENTS SHALL. COME, I, WILLIAM
NAYLOR, of Mildmay Park, in the County of Middlesex, Engineer, send
greeting..
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Ninth day of May, in the year of our
Lord One thousand eight hundred and seventy-one, in the 34th 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 Channel Islands, and
Isle of Man, an Invention for "IMPROVEMENTS IN RAILWAY BREAKS AND AN

page_text: APPARATUS CONNECTED THEREWITH," upon the condition (amongst others)
that I, the said William Naylor, my executors or administrators, by an
instrument in writing under my hand and seal, should particularly
describe and ascertain the nature of the said Invention, and in what
manner the same was to be performed, and cause the same to be filed.
in the Great Seal Patent Office within six calendar months next and
immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said William Naylor, do hereby declare
the nature of my said Invention, and in what manner the same is to
be performed, to be particularly described and ascertained in and by
the following statement, reference being had to the accompanying
Drawings, and to the letters and figures marked thereon (that is to
say) :—
My said Invention relates to improvements in the railway breaks and
apparatus connected therewith for which I obtained Letters Patent
bearing date respectively the Twenty-eighth of November One thousand
eight hundred and sixty-eight, Number 3635, and the Eighteenth of May
One thousand eight hundred and sixty-nine, Number 1529.
The first part of my present Invention has reference to a novel
arrangement of the toggle-joint levers and break levers of continuous
railway breaks referred to in the Specification of the first-named Patent,
and to the combination therewith of a helical spring for actuating the
same, which spring operates by contraction when applying the breaks.
In carrying out this part of my Invention a pair or pairs of angular
or toggle links is to be applied as a means of forcing on the breaks the
upper ends of the toggle links to be secured to some convenient part of
the carriage frame. To the middle ends of these links forming a knee
joint there is attached a rod or rods leading to a helical or other spring,
the opposite end of which is secured to some convenient fixed point in
the carriage frame. At the bottom ends of these links there is carried
a pulley, and they are also in connection with a lever or levers; at the
opposite end of these levers one or two short arms may be formed at right
angles or thereabout, to which arms may be attached push or tension
rods or both in connection with the break blocks, or in some cases a weigh
shaft may be used which can be placed under the headstock or centre of
the carriage or in any other convenient position. The break blocks are
suspended from the framing, and are by preference made reversible or
double faced, and mounted on a centre pivot so as to admit of the block

page_text: being turned over or reversed when one of its faces has become worn.
These reversible blocks I prefer to make of cast iron, although I do
not confine myself to that material. The breaks are maintained out of
action by the tension of a rope or chain passing over two fixed pulleys,
and under that in the bottom end of the toggle links, and when this
tension of the continuous rope or chain is released, then the helical
springs come into action and apply the several breaks throughout the
train; or a continuous chain or rods may be used running under the
carriages or wagons with a short connecting chain under each passing
over one fixed pulley, such connecting chain being attached to the
bottom end of the toggle links and the break lever end. It will be
obvious that as the main chain is hauled up it will haul up by the
branch chains all the toggle links and break levers simultaneously, and
by slacking out that main chain, rope, or rods the whole of the breaks
will be applied simultaneously. These toggle links with their springs
may be placed vertically, horizontally, or in any other convenient
position with suitable connections to the break blocks.
To prevent abrasion between the axle boxes and the axle guards pro-
duced by the pressure of the breaks I purpose to have lugs upon the
axle boxes, so that they may be stayed from each other by stays attached
thereto, either in tension or compression, as the case may be..
When the break is applied to a vehicle singly the two fixed pulleys
are dispensed with; one end of the rope or chain is attached to a fixed
point in the frame and the other to a crab winch or windlass.in..or
upon the vehicle, and may be held suspended by a catch or friction break.
In order to maintain the tension of the continuous rope or chain
throughout the length of a train and lift the breaks off I propose to
employ an improved steam lifter, which constitutes. the second part of
my Invention. This, lifter consists of a pair of cylinders and pistons,
the rods of the latter being both connected to one common cross head
sliding in slotted guides. From this cross head there are suspended by
side links or jaws one or more grooved pullies which correspond to one
or more stationary pullies fitted to the lower end of the slotted guide.
Over these pullies the continuous rope or chain is passed, one end being
secured to a fixed point in the lifter or in the upper blocks, whilst the
other is attached to a fixed point in the frame of the last carriage or to
another lifter conveniently placed. Each carriage is provided with its
own separate length of chain or rope, and these when coupled form the
continuous chain or rope above referred to. The coupling of the several
.

page_text: lengths of chain or rope is effected by means of a peculiar split link
having its junction surfaces bevelled to a knife edge so that one link
will easily slip into and couple with the other.
On allowing steam to enter below the pistons of the lifter the rope
or chain will be hauled upon and the several break levers will be lifted
and will remain elevated so long as the communication between the
lifter cylinders and the boiler is maintained, but on shutting off the
steam and opening an exhaust passage the pistons of the lifter cylinders
will descend and allow the breaks to be applied. In order, however, to
prevent the pistons from striking the ends of their cylinders, I ensure
always a cushion of steam by arresting the escape just before the piston
completes its descent, and this I accomplish by means of a valve which
is allowed to close at the period required by the current of the exhaust
steam, causing some of it to be shut up and so act as a cushion to the
piston or pistons, the previous resistance to the closing of such valve
having been removed by the cross head of the piston rods striking the
end of a lever which is connected by a rod to a second lever jointed to
the stem of the valve.
•
As it is not expedient to use steam for working the lifter of as great
apressure as that required for the engine, it is advisable to employ a
pressure regulator between the boiler and the lifter for reducing the
pressure of the steam to the desired amount before supplying it to the
lifter.
The peculiar construction and arrangement of this pressure regulator
constitutes the third part of my present Invention. This improved
'pressure regulator consists of a cylinder of uniform bore throughout,
within which work two equilibrium piston valves. In the space between
these pistons there is formed the inlet opening from the boiler, and the
outlet opening to the cock which supplies the lifter. On the outlet
side there is also formed a branch passage leading underneath the lower
piston, and on the top of the upper piston rests a spindle, pressed
downwards by a spring or springs or weight which regulates the
pressure of the steam supplied to the lifter, for as full pressure steam
passes through the regulator a portion of it passes also along the branch
passage and exerts a pressure against the full area of the bottom of the
lower piston, and raises it more or less against the resistance of the
spring or weight, thereby closing more or less the outlet orifice leading
to the lifter, and consequently "wire drawing" as it were the steam

page_text: and reducing its pressure. Should the pressure be diminished too much
then the spring forces down the equilibrium piston valves, and the
supply orifice leading to the lifter is more or less opened. A three-way
steam cock is situate between the pressure regulator and the lifter, so
that by turning the plug in one direction the steam will be directed into
the lifter, and by another quarter turn the steam will be shut off from
the boiler and allowed to escape freely from the lifter into the
atmosphere, allowing the lifter to descend and the breaks to go on.
This cock is intended to be fitted on to the engine, and is provided with
two branches in order to allow for the reversed position of the engine
when changed from one end of the train to the other.
Although I have referred only to the use of steam in connection with
my break apparatus, it is obvious that compressed air or gas or liquids
under pressure may be substituted therefor.
In applying this break to stock having buffers and draw bars with
long range, some difficulty may be experienced with the chain slacking
or having an undue strain put upon it, to avoid both which I have
several methods; for example, a bell-crank lever is fixed to the end of
the last carriage, having a spring attached to one end and the con-
tinuous chain or rope to the other; owing to the action of the bent
lever the spring will exert a uniform tension on the chain, or nearly
so, in whatever position the lever may be drawn. Or a weight slightly
exceeding the force required on the continuous rope or chain may be
suspended at the end of the rope or chain. Or bell-crank or other
levers may be attached at one end to the buffers or draw bars, or both,
and at the other carrying a pulley or pulleys, which by diverting the
chain from a right line will shorten it or lengthen it as may be required.
Or a spring fixed at one end, and at the other connected to a pulley,
may be employed pressing on the chain or rope; the normal position of
the rope or chain being slightly out of a right line any undue strain
will cause the pulley to push back the spring and thus relieve the chain.
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 Sheet of
Drawings, the same letters of reference indicating corresponding parts
in all the corresponding Figures.
Figure 1 of my Drawings represents a longitudinal sectional elevation.

page_text: :
wherein the spring acts by its contractile strain; and Figure 2 is a
corresponding plan of the working parts of the same.
. A represents the carriage frame, and B, B, the wheels; C is the
weigh shaft, supported at each end in brackets bolted to the framing,
and having keyed or otherwise secured to the centre thereof, so as to
be in the longitudinal centre line of the carriage, the double or parallel
break lever D. This lever D carries a grooved pulley E at its extremity,
under which and over two other fixed pulleys F, F, passes the continuous
rope or chain G which extends throughout the train, and whose function
is to maintain the several break levers D elevated and the breaks "off."
To the free end of the break lever there are jointed the pair of toggle-
joint links H,. one end working on a fixed centre at I in the main
framing. To the centre joint K of these links H there are connected
the side links L, L, and central helical spring M, the extremity of the
latter being adjustably connected to a bracket N secured to the main
framing. This spring operates by its contraction to put on the breaks,
the pull upon the centre joint at K. tending to straighten the toggle-joint
links and force down the break lever in connection therewith, thereby
applying the breaks so soon as the continuous rope or chain G is
released or slackened sufficiently; the same operation takes place
simultaneously or nearly so throughout the whole of the breaks of the
series. The break levers act upon the breaks through the weigh shaft C,
short lever arms O, O', and rods P, P', which latter are connected to
the transverse tie rods Q, Q', suspended in the links R, R', and carrying
the pairs of break blocks S, S¹. These blocks are by preference composed
of cast iron and are made reversible, that is to say, they are free to turn
on the rods Q, Q', so that when one face of a break block becomes worn
the other can be brought into operation. When the breaks are to be
taken off the rope or chain is hauled upon either by the direct action
of steam, compressed air, or water pressure, as herein-after fully
'described; whereupon the several break-applying springs will be again
brought to a state of tension or compression, as the case may be, and
the break levers elevated and maintained in that condition by the
tension of the continuous rope or chain until the breaks are required
to be again applied. If preferred the weigh shaft C, in lieu of being
situate near the end of the framing, as shewn in Figure 1, may be
placed between the wheels and transmit motion to the breaks by a
suitably modified arrangement of links and push rods.

page_text: . Figures 3 and 4 represent two sectional clevations taken at right
angles, the one to the other, of an improved arrangement of direct
acting steam, compressed air, or hydraulic lifter for hauling in the con-
tinuous rope or chain with a view to lifting or taking off the breaks of
railway trains, and maintaining or supporting such breaks out of action.
until required for application. A lifter similar to this is intended to be
placed at one or both ends of the train, namely, in the break van or in
the break van and on the engine.
A, A, are two steam cylinders; B, are pistons working therein con-
nected by their rods C to the common cross head D which works between
the stationary slotted guides E, E. To one end of these guides there
are fitted one or more stationary pulleys F, F, corresponding traversing
pulleys H, H, being connected by the links I, I, with the cross head D.
G is the continuous rope or chain already referred to and illustrated in
Figures 1 and 2, which is intended for lifting off the breaks and main-
taining these clear of the wheels. This chain G has one end secured to
a fixed point K, and is passed round the pulleys H and F, and thence
passes underneath the carriages along the centre of the train so as to
be connected with the several break levers in the manner shown in
Figures 1 and 2. So long as steam from the boiler is admitted under-
neath the pistons of the lifter by the orifice L the cross head carrying
the pulleys H will be elevated or moved to the extremity of its guides,
and will thereby maintain the rope or chain G hauled taut and the
breaks lifted off. On allowing the steam to escape from the cylinders
of the lifter the several helical springs and toggle-joint levers herein-
before referred to are permitted to come into action and apply the
breaks, the piston of the lifter being left free to be drawn by the rope or
chain G to the opposite end of the cylinders as the said chain is run out
by the descent of the several break levers.
As it would be objectionable to allow the pistons to strike the end
of the cylinders I propose to leave a sufficient quantity of steam con-
fined within the cylinder to form a cushion which shall arrest the
motion of the pistons gradually and gently during the putting on of the
.breaks. To accomplish this I have a valve M (Figure 5) in the pipe or
N through which the steam enters the lifter and escapes
passage
This valve allows free
from as required, as I shall presently explain.
ingress of steam to the lifter, and is also kept open against the current
of exhaust steam when the communication with the boiler is shut off,
there-

page_text: but just before the pistons reach the end of their cylinders the valve is
closed so as to check all further escape by means of the levers O, P,
and rod Q, the lever O being struck by the cross head D, transmitting
its motion to the lever P, which closes the valve M.
Figure 6 represents an improved arrangement of three-way cock
which I employ for the purpose of taking off and putting on the breaks,
as above described.
N, N', are two branches, either one of which leads to the lifter, and
corresponds to the branch N containing the cushion valve, shewn in
Figure 5, whilst the other opens direct to the atmosphere. This cock is
situate on the engine and communicates by the branch pipe C with the
boiler through an improved pressure regulator which I shall presently
describe.
If the engine be changed from one end of the train to the
other, the respective functions of the two branches N and N¹ of the
cock will also be reversed, that is to say, the one which was previously
connected by a pipe extending along the train to the lifter will be left
open to the atmosphere as an escape or exhaust, whilst the other branch
which previously served as the escape will form the connection with the
lifter. D is the plug of the cock made hollow, and provided with
three openings n, n', and c. In Figure 6 the plug is shewn in the
position in which it is to be turned when the breaks are to be applied,
that is to say, with the branch O closed, and the steam from the boiler
shut off, whilst the escape from the lifter cylinder or cylinders is fully
open through the openings n, n', and branches N, N¹, as shewn by the
arrow. Now by a mere quarter of a turn of the plug D the steam
can be admitted again into the lifter through the branch N or N¹, as
the case may be, whilst the opposite escape aperture is simultaneously
closed, thereby causing all the breaks to be lifted off.
As it is not expedient to employ the full boiler pressure for working
the lifter, I propose to reduce the said pressure to the desired amount
by causing the steam to pass through the peculiar pressure regulator,
of which Figure 7 is a sectional elevation.
This improved pressure regulator consists of a cylinder A of uniform
bore, having two equal-sized pistons B, B, working steam-tight therein,
and being provided with two lateral openings c, c¹, situate between the
two pistons; the opening c¹ communicates with the pipe C¹ leading
direct from the boiler, and the other opening c communicates with the
pipe C leading to the branch C of the three-way cock (Figure 6) last

page_text: described. From the opening or branch c a lateral branch passage d
leads to the underside of the bottom piston. On the top piston rests a
spindle D which is pressed down by a helical spring E. The steam on
its first entering between the pistons exerts an equal pressure on both,
but as a portion of the steam finds its way by the passage d underneath
the bottom piston the equilibrium is destroyed, and the pistons are
elevated more or less against the pressure of the spring. This elevation
of the pistons closes more or less the orifice c, and by wire drawing the
steam at that point reduces its pressure before it enters the three-way
cock (Figure 6) which directs it to the lifter. Should the pressure in
the boiler increase then the pistons will be still further raised against
the pressure of the spring, and the orifice at c still further reduced until
the resistance of the spring balances the extra pressure of the steam
under the bottom of the lower piston. Should the pressure in the
boiler fall then the spring will depress the pistons, and increase the
opening at c, thus maintaining in the cylinders of the lifter a nearly
uniform pressure which never exceeds that which is necessary for the
efficient working of the apparatus.
The continuous rope or chain G is composed of several lengths
coupled together, each carriage containing its own portion.
Figure 8 represents a peculiar construction of links for facilitating
the coupling and uncoupling of the several lengths of rope or chain in
each carriage when making up a train, the several lengths when coupled
up constituting the continuous rope or chain before referred to. These
links are cut through on one side, and have their adjoining ends bevelled
to a knife or V-edge, as shewn at a, and as both the links are precisely
the same it is simply necessary in order to couple or uncouple them to
bring the cut or divided portion of one link at right angles or crosswise
to the other, so that the V-ends of one link will fit into the V-recesses on
O the opposite sides of the other link when the two may be readily engaged
or disengaged.
In order to obviate any difficulty that may be experienced in applying
this system of continuous breaks to rolling stock having buffers and
draw bars of long range by reason of the slackening of the continuous
5 rope or chain, or the subjecting of the same to an undue strain, either
of the following contrivances may be employed:
A bell-crank lever A (see Figure 9) may be fixed to the end of the
last carriage, having a spring B attached to the shorter arm, whilst the

page_text: continuous rope or chain G after passing round a guide pulley is con-
nected to the longer arm. Owing to the action of the bent lever the
spring will exert a uniform or nearly uniform tension on the chain in
whatever position the lever may be drawn.
Or a weight slightly exceeding the force required on the continuous
rope or chain may be suspended at the end thereof.
Or bell-crank or other levers A and B (Figure 10) may be connected
by one arm to the draw bars C or to the buffer rods D, whilst the other
arm carries a pulley E, which by diverting more or less the continuous
chain G from a right line will cause it to vary in length as may be 1
required.
Although I have had occasion herein to describe several distinct
mechanical contrivances, each embodying its own improvements, yet
they are all intended to be employed in combination and constitute one
system of brake mechanism.
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
to me by the herein-before in part recited Letters Patent is, -
First. The peculiar combination of spring M, toggle links H, and
brake lever D, with the pulley E, continuous rope or chain G, and
brakes S, S¹, all arranged and operating together, substantially in the
manner and for the purpose herein-before described.
Secondly. The peculiar combination of cylinders A, pistons B, cross
head D, pulleys F and H, and cushion valve M, arranged and operating
together, substantially in the manner and for the purpose herein-before
described and illustrated by Figures 3, 4, and 5.
Thirdly, The peculiar construction and arrangement of pressure
regulator consisting of the cylinder A of uniform bore throughout the
equal-sized pistons B, spring E, lateral passages d, and apertures-c
and c¹, operating substantially as and for the purpose herein-before
described.
Bounthl The neculiar construction of counling links as herein.before

page_text: Fifthly. The peculiar arrangements for taking up the slack of the
continuous rope or chain, and for preventing the same from being
subjected to undue strains, as herein-before described.
In witness whereof, I, the said William Naylor, have to this my
Specification set my hand and seal, the Ninth day of November
One thousand eight hundred and seventy-one.
WM. NAYLOR. (L.S.)