IMPROVE MENTS IN APPARATUS: FOR WORKING RAILWAY BREAKS
Year: 1859

page_text: LETTERS, PATENT to::Charles Fay,, of Manchester, in the County of
Lancaster, Railway Carriage Builder, for the Invention of "IMPROVE
MENTS IN APPARATUS: FOR WORKING RAILWAY BREAKS,"
PROVISIONAL SPECIFICATION. left by the said Charles. Fay at the
Office of the Commissioners of Patents, with his Petition, on the 17th
February 1859..
CHARLES, FAY, of Manchester, in the County of Lancaster, Railway
Carriage Builder, do hereby declare the nature of the said Invention for
"IMPROVEMENTS IN APPARATUS FOR WORKING RAILWAY BREAKS," to be as
follows:
The first part of this Invention relates to certain improvements more par
ticularly applicable to the break-actuating mechanism for which I obtained
Letters Patent on or about the 18th of December 1856, & numbered 2002,
and consists of various peculiar arrangements and combinations of mechanism
for imparting a rotatory motion to the longitudinal break rods of the train,
whereby the breaks may be made partly self-acting and self-adjusting, so as to
compensate for the wear of the blocks whilst they are still free to be applied
by the hand wheel of the guard when requisite.
According to one arrangement. I propose to employ a spring composed of
india-rubber,which acts upon a chain wound round a pulley working loose on
the break rod or other; shaft in gear therewith, but coupled therewith by a

page_text: ratchet wheel. The turning of the vertical break rod in the guard's van in
one direction will cause the springs to be compressed and the chain to be
wound on the pulley, so that when the main break rod is released or allowed
to rotate freely, the expansive action of the india-rubber spring will draw the
chain and rotate the break rods, which will apply the breaks in any of the
modes described in my Specification aforesaid, or in any other convenient or
suitable manner. The break rods when ready for action are held in position
by a double pall arrangemeut connected with the actuating hand wheel in the
guard's van or on the engine or tender, as the case may be, the double pall
serving as a stop in either direction required. A clutch connected with the
vertical break rod (the latter in two parts) is raised by a treadle and lever,
thereby liberating the break mechanism, the breaks being then appliedsolely
by the action of the india-rubber springs before referred to. This partial self-
action may be obtained from any other portion of the train by means of acord
properly connected, so that should any portion of the train become accidentally
detached the breaks will be applied; it is only proposed, however, to bring
the self-action into use in case of emergency, the guard in all ordinary cases
applying the breaks by hand. The compression of the springs may be effected
by means of the ordinary hand wheel in the van by having a pair of wheels
of different diameters fitted on the vertical shaft, and another pair ofdifferent
diameters fitted on the hand wheel shaft running loose with self-actingclutches,
so that one is working loose while the other is in action. Or a loose driving
strap may be applied driven by the carriage axle, for compressing the springs
and simultaneously taking off the breaks, the strap may be tightened to cause
it to bite when required, by hanging the pulley in swinging levers or links, to
be worked by a lever inside the van, or by a roller pressed upon it by a foot
lever or treadle in the van. A self-acting clutch box on the axle of the wheel
or on the counter shaft is employed, which will adjust itself according as the
carriage is running forwards or backwards. On the clutch box axle is a pulley
with a cord running up to the hand wheel, so that on the strap being set in
motion by the carriage axle, it will impart motion to the hand wheel and wind
np the springs. The due compression of the springs is indicated by a bell or
gong in the guard's van, which is struck by a hammer connected by a wireor
rod with the ratchet wheel in connection with the loose chain pulley on the
break rod first referred to. In order that the break applying springsmay exert
a uniform or nearly uniform force throughout their entire expansion, the chain
pulleys may be made of the form of a cone or eccentric wheel. The break
rods are fixed in the centre of the carriages, so that the breaks may act
uniformly whichever may the carriages may be turned; thisIpropose to accom-

page_text: plish by means of bevil or spur wheels. When the former are used, I key one
on the break shaft which gears into an intermediate stud that runs loose
driving a wheel keyed on a socket or tube; on this tube I also key a worin
that works the quadrant or straight rack. When spur wheels are used, one
is keyed on the break shaft and an intermediate pair of stud wheels that can
be worked with gear as may be required, driving a short shaft on which tho
worm is keyed. The wheels are fixed in position as required by a lever and
rod. When a coiled or barrel spring is used in lieu of the india-rubber
spring before referred to, I purpose to fix it on the longitudinal break rod
in connection with a ratchet wheel, or it may be fixed on a countershaft
fitted with an ordinary "fusee" so that it may exert a uniform force as it
expands. Although the partially self-acting break-actuating mechanism and
reversing apparatus have been more particularly referred to as being applied
to my brake mechanism described in the Specification of my Patent aforesaid,
yet they are equally applicable to other descriptions of breaks. When a rack
is used for working the breaks as described in the Provisional Specification
filed by me on or about the 28th of December 1858, & numbered 2970,
antifriction rollers are applied at the sides and ends of the rack boxes to
diminish the friction.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Charles Fay in the Great Seal Patent Office on the
17th August 1859.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, CHARLES
FAY, of Manchester, in the County of Lancaster, Railway Carriage Builder,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Pateut, bearing date the Seventeenth day of February, in the year of our Lord
One thousand eight hundred and fifty-uine, in the twenty-second year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said Charles Fay, Her special license that I, the said Charles
Fay, my executors, administrators, and assigns, or such others as I, the
said Charles Fay, 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 "IMPROVE

page_text: MENTS IN APPARATUS FOR WORKING RAILWAY BREAKS," upon the condition
(amongst others) that I, the said Charles Fay, 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 Palent.
NOW KNOW YE, that I, the said Charles Fay, do hereby declare the
nature of my said Invention, and in what manner the same is to be per.
formed, 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, firstly, to certain improvements more particularly
applicable to the break-actuating mechanism for which I obtained Letters
Patent on or about the Eighteenth of December, One thousand eight hundred
and fifty-six, No. 3002, and consists of various peculiar arrangements and
combinations of mechanism for imparting arotatory motion to the longitudinal
break rods of the train, whereby the breaks may be made partly self-acting
and self-adjusting, so as to compensate for the wear of the blocks, whilst they
are still free to be applied by the hand wheel of the guard when requisite.
According to one arrangement I propose to employ a spring composed of
india-rubber, which acts upon a chain wound round a pulley working loose on
the break rod or other shaft in gear therewith, but coupled therewith by a
ratchet wheel; the turning of the vertical break rod in the guard's van in onc
direction will cause the springs to be compressed and the chain to be wound
on the pulley, so that when the main break rod is released or allowed to
rotate freely the expansive action of the india-rubber spring will draw the
chain and rotate the break rods, which will apply the breaks in any of the
modes described in my Specification aforesaid, or in any other convenient or
suitable manner. The break rods, when ready for action, are held in position
by a pall connected with the actuating hand wheel in the guard's van, or on
the engine or tender, as the case may be, the pall serving as a stop when
required. A clutch connected with the vertical break rod (the latter in two
parts) is raised by a treadle and lever, thereby liberating the break mechanism,
the breaks being then applied solely by the action of the india-rubber springs
before referred to. This partial self-action may be obtained from any other
portion of the train by means of a cord properly connected, so that should
any portion of the train become accidentally detached, the breaks will be
applied; it is only proposed, however, to bring the self-action into usein case

page_text: of emergency, the guard in all ordinary cases applying the breaks by hand.
The compression of the springs may be effected by means of the ordinary
hand wheel in the van by having a pair of wheels of different diameters fitted
on the vertical shaft, and another pair of different diameters fitted on the
hand wheel shaft, running loose with a self-acting clutch, so that one wheel is
working loose while the other is in action; or a loose driving cord may be
applied driven by the carriage axle, for compressing the springs and simul-
taneously taking off the breaks; this cord may be tightened, in order to cause
it to bite when required, by hanging the pulley in swinging levers or links, to
be worked by a lever inside the van, or by a roller pressed upon it by a foot
lever or treadle in the van. A self-acting clutch box on the axle of the
wheel or on the countershaft is employed, which will adjust itself according
as the carriage is running forwards or backwards. On the clutch box axle is
a pulley, with a cord running up to the hand wheel, so that on the strap being
set in motion by the carriage axle it will impart motion to the hand whicel,
and wind up the springs. The due compression of the springs is indicated by
a bell or gong in the guard's van, which is struck by a hammer connected
by a chain and rod with the boss of the loose chain pulley on the break rod
first referred to. In order that the break-applying springs may exert a
uniform or nearly uniform force throughout their entire expansion, the chain
pulleys may be made of the form of a cone or eccentric wheel. The break
rods are fixed in the centre of the carriages, so that the breaks may act
uniformly whichever way the carriages may be turned. This I
propose to
accomplish by means of bevil or spur wheels; when the former are used, I key
one on the break shaft, which gears into an intermediate stud that runs loose
driving a wheel keyed on a socket or tube; on this tube I also key a worm
that works the quadrant or straight rack. When spur wheels are used, one is
keyed on the break shaft, and an intermediate pair of stud wheels that can be
worked with gear as may be required, driving a short shaft on which the
worm is keyed. The wheels are fixed in position as required by a lever
and rod.
Although the partially self-acting break-actuating mechanism and reversing
apparatus have been more particularly referred to as being applied to my
break mechanism described in the Specification of my Patent aforesaid, yet
they are equally applicable to other descriptions of breaks. When a rack is
used for working the breaks, as described in the Provisional Specification filed
by me on or about the Twenty-eighth day of December, One thousand eight
hundred and fifty-eight, No. 2970, antifriction rollers are applied at the sides
and ends of the rack boxes to diminish the friction.

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 1 shall
refer to the several Figures on the Sheets of Drawings hereunto annexed, the
same letters of reference indicating corresponding parts throughout the several
Figures on all the Sheets of Drawings.
The several Figures on Sheet i of my Drawings represent the geueral
arrangement of my partially self-acting break mechanism as applied to the
guard's van in conjunction with the ordinary well known slide break secured
to the axle boxes.
Figure 1 represents a longitudinal vertical section taken through the
carriage framing; Figure 2 is a corresponding plan of the frame; and
Figures 3 and 4 are transverse sections taken through the framing at different
points. This arrangement allows for the vertical play of the carriago framing,
the break slide and blocks being stationary by reason of their attachment to
the axle boxes. A is the hand wheel, to one of the armis of which is attached
a catch or detent B, which engages, when required, with the catch wheel C
secured to the bracket D, in order to prevent the wheel A from revolving
when the main springs, herein-after mentioned, are compressed; E is the
hand wheel shaft carrying the bevil pinion F, which gears into the bevil
wheel G. These wheels are used for working the breaks by hand or for
compressing the main springs, so as to be ready for instantaneous action. The
bracket D is supported by the pillar H, within which works the vertical
shaft I, carrying at its upper end the bevil wheel G, herein-before referred to.
The vertical shaft I is made in two pieces or lengths which are connected
together by the sliding clutch J and box K. The clutch J is slid up the
vertical shaft I by means of the foot treadle Land lever L', which liberate the
clutch when pressed upon by the guard, or otherwise acted upon by the cord
connection between the several carriages of the train and the engine.
At the bottom of the lower portion of the vertical shaft I is an endless
screw M gearing into a pinion N fastened to the break rod or shaft O,
which runs longitudinally beneath the centre of the carriage framing P, and is
supported in bearings Q, Q, bolted to such framing. The threads of this
screw are at such an inclination as to allow the worm wheel N and shaft O
to revolve freely without the necessity for disconnecting the screw therefrom,
the screw being carried round when the clutch J is elevated by the rotation of
the worm wheel. At or near the middle of the longitudinal shaft O there is
formed a tube R, carrying a chain drum S, working loosely thereon, for
compressing the main spring S' of the self-acting mechanism, by means of a
chain or rack, as shewn in Figure 4. The catch or pall T is carried on the

page_text: side of the loose chain drum, and serves to rotate or wind up that drum
through the ratchet wheel U fast on the break rod O. On one end of the
tube R there is fixed a bevil wheel V, gearing into the intermediate bevil
wheel W, working loosely on a stud pin, which wheel engages with the bevil
wheel X fast on the other portion of the break rod O', which works within
the tubular part R of the break rod O, the whole forming, in conjunction
with a sliding clutch Y, engageable with either of the wheels V or X, a
reversing motion, the clutch Y being actuated by the lever Z and connecting
rod a.
On the break shaft O is keyed also the endless screw b, gearing
with the toothed rack c, sliding in a suitable box or guide, and connected
to the lever d by means of the rod e. The lever d is keyed on to the
transverse rocking shaft f, which carries two short arms g, g, severally
connected by the pushing rods h, h, to the break blocks i, i, which are
forced together simultaneously, and grip the peripheries of the wheels.
In applying the breaks by hand by the apparatus above described, the hand
wheel A is rotated, so as to impart to rotatory motion to the break rod O,
in the direction of the arrow, through the intervention of the bevil gearing F
and G, endless screw M, and worm wheel N. This rotatory motion of the
break rod imparts, through the endless screw b fitted or formed thereon, a
traverse to the rack c, in the direction of the arrow, which, being transferred
to the lever d and transverse shaft f, effects the simultaneous action of the
two break blocks i upon the peripheries of the wheels, as will be readily
understood on referring to the Drawings.
When it is desired to apply the breaks by self-acting mechanism, the
vulcanized india-rubber spring S' is first compressed by turning the hand
wheel A in the contrary direction to that required for applying the breaks by
haud. The ratchet wheel U (Figure 4), fast on the break rod, then carries
round with it, through the catch or pall T, the loose drum S in the direction
of the arrow. This has the effect of coiling up round the drum a chain con-
nected with the further end of the spring S',and cousequently compresses the
spring which is now set ready for action so soon as the bread rod O shall be
released, or at liberty to revolve freely. This release is effected by depressing
the treadle L in the guard's van, which depresses the lever L', and disengages
the clutch J from the box K, whereupon the tension of the spring will uncoil
the chain and rotate the pulley S, carrying round with it (through the agency
of the pall T and ratchet wheel U) the break rod O, thereby applying the
breaks i, i, in the same manner as when applied by hand, the sole difference
being that the power is applied to the break rod O through the ratchet
wheel U, in place of through the worm wheel.N. The release of the break

page_text: rod may also be effected by pulling the cord r, extending along the train, and
connected to the end of the releasing clutch lever I. By placing the break
rods O in the centre of the carriages, and by combining therewith the
reversing bevil wheels and clutch V, W, X, and Y, facility is afforded for
working the breaks uniformly whichever way the carriages may be turned.
Sheet 2 of my Drawings represents the same break mechanism as that
illustrated on Sheet 1, but the power is applied from the roof of the carriage
by the ordinary vertical break rod, such arrangement being used only when
the carriage is to be worked singly. Figure 1 is a sectional elevation of the
carriage; Figure 2 is a corresponding sectional plan of the same; and
Figures 3 and 4 are respectively an end elevation and transverse section of
the carriage. The whole of the parts corresponding to those described
with reference to Sheet 1 are marked by corresponding letters of reference.
The actuating hand wheel A is fast on the top of the vertical break rod I,
and is arranged to be worked from the roof of the carriage in the usual
manner. The bottom of the rod I has a screw or worm M formed upon it,
gearing into the worm wheel N, fast on the central break rod O. I propose
to employ a disengaging motion, as described in the Specification of my
Patent berein-before referred to for disengaging, when requisite, the screw
or worm M from the worm wheel N.
On Sheet 3 of my Drawings I have represented by similar views to those
on the preceding Sheets my partial self-acting break.mechanism as applied to
the working of hanging or suspended break blocks connected to the carriage
framing in lieu of sliding blocks connected with the axle boxes. The whole
of the mechanism on this Sheet of Drawings is identical with that illustrated
on Sheet 1, with the following slight modifications. In place of the worm b
working into a sliding rack, as in Sheet 1, it is placed over the transverse
shaft near the centre of the framing, and gears into a toothed segmental
rack d, fast upon the transverse shaft f, and taking the place of the lever d,
before referred to. The rotation of the break rods O, O', and worm b, whether
by the aid of the hand wheel A or the spring S', as previously described,
turns more or less the segmental rack and shaft f, and applies the hanging
breaks i, i, through the pushing rods and arms and g respectively.
Sheet 4 of my Drawings illustrates the same break mechanism as that
illustrated upon Sheet 3, and herein-before last described, but actuated by the
ordinary hand wheel from the roof of the carriage, as herein-before described,
and illustrated on Sheet 2 of my Drawings. In the arrangements herein-
before described, wherein the breaks are actuated and the springscompressed
by a hand wheel contained within the guard's break van, I employ a striking

page_text: bell or gong g (Figure 3, Sheets 1 and 3), for the purpose of indicating when
the springs have been duly compressed, and thereby preventing overstraining.
This arrangement will be better understood on referring to Sheet 5 of my
Drawings, containing enlarged details of all the essential features of my
mechanism, and which I shall now proceed to describe and refer to. Figurel.
on Sheet 5 represents a front elevation on an enlarged scale of the guard's
hand wheel and mechanism in connection therewith; Figure 2 is a longitu-
dinal section of the same; Figures 4 and 5 are detached details. A is the
hand wheel; B, the catch attached thereto; C, the fixed catch or ratchet wheel
fast on the bracket D, to prevent the hand wheel revolving when the before
mentioned springs are compressed; E is the horizontal shaft of the hand
wheel, which is kept in working position by the catch E¹ (shewn detached in
Figure 5). The pair of bevil wheels F¹ and G' are used when compressing
the springs,and on the boss of the wheel F¹ is formed a clutch that gears into
a corresponding clutch f (Figure 3), keyed on the shaft E, which drives the
wheel F in one direction, but should the hand wheel A be reversed the clutch
throws itself out of gear, and allows the wheel F¹ to run loose. In con-
junction with these wheels I also use a pair of bevil wheels F and G, for the
purpose of applying the power quickly when worked by hand, and forapplying
extra pressure on the break blocks after the springs have acted. On the face
of the bevil wheel F is formed a clutch, taking into a corresponding clutch j
(Figure 4),keyed on the shaft E for the purpose of driving the loose pinion F.
The two bevil wheels G and G¹ are both keyed on the top of the vertical
shaft I, which is contained within the pillar H. J and Krepresent respectively
the sliding clutch and box, for connecting and disconnecting the two parts of
the lower end of the vertical shaft I. The clutch J slides up and down the
shaft I by means of the forked lever L', supported by the joint pillar R. To
the lever L' is connected the upright rod m by means of the connecting rod n,
and the top of the rod m is formed into a treadle L. The helical spring o is
for the purpose of forcing the clutch Jinto gear with the clutch box K when
the treadle L is released. To the end of the lever L is attached a cord l,
wound round a pulley p, in one piece with the pulley, over which last men-
tioned pulley is wound another cord r, extending from the break van along
the train to the foot plate of the engine. M is the endless screw or worn,
formed on the lower portion of the shaft I, and N is the worm wheel fast on
the end of the break rod O, for the purposes herein-before fully described; R
is the tube working freely on the shaft O, and carrying loosely upon it the
chain druin S, for compressing the spring by means of a chain, as herein-after
more fully described. T is the catch fast on the side of the drum S, and

page_text: taking into the teeth of the ratchet wheel U, fast on the tube R; s shews the
mode of coupling the two portions of the break rods O and O¹; V is the
bevil wheel fixed on the end of the tube R, and gearing into the intermediate
stud wheel W, which again gears with the bevil wheel X, running loose on
the break rod O'. On the faces of the wheels V and X are formed clutches,
either one of which may be made to gear with the sliding clutch box Y
(Figure 6), worked by the forked lever Z and rod a (Figure 7), as herein-
before described, when found requisite through the reversal of any of the
carriages. Figure 8 (Sheet 5) represents an enlarged detail of one mode of
applying the main springs; P is the carriage framing; t, a bracket bolted
thereto for the purpose of keeping the end of the spring S' in its place. This
spring may be composed of vulcanized india-rubber rings u, u, divided bythe
intermediate metal discs v, v. In order to prevent the washer won the free
end of the spring from striking thecarriage framing,Iinterposean india-rubber
buffer or rebounding ring a; the discs » and washer w slide along the metal
guiding tube y, and the compression of the spring is accomplished by means
of the chain connected with the washer w, and after passing round the fixed
guide pulley 1, is wound round the chain drum S, herein-before referred to.
Figure 9 represents a plan of another arrangement of spring. In this
arrangement the spring S¹ is disposed longitudinally to the framing of the
carriage in place of being transversely thereto. The india-rubber rings u, u,
and metal discs v, v, are fixed on the bary, which slides in the brackets, t, t.
The nut 2 is for the purpose of regulating the pressure upon the elastic rings",
before being compressed. The compression of the spring is effected as above
described by the chain z attached to the end cfthe bar y, and wound round
the drum S after passing round the guide pulley 1; w is the metal washer,
carried by the sliding bar y; and x is the rebounding ring referred to in
the last mentioned arrangement.
Figures 10 and 11 represent respectively a transverse section and plan of
the endless screw or worm b, and straight rack c within the rack box c';
the upper part of the rack box is bolted to the under side of the carriage
framing, and to this part is bolted the cap c", through the box slides the
rack c, which gears with the worm 6, keyed on the break rod O. To the rack
is attached the connecting rod e by means of the pin e', the rode coupling the
rack c to the main lever d, herein-before referred to, keyed on the transverse
break shaft f, as shewn on Sheet 1. In order to diminish the friction of the
sliding rack c within its box, I propose to apply antifriction rollers, as shewn
at b'in the Drawings, to the sides and ends of the box. The mode of coupling
the break rods of the several carriages of the train when the train is made up,

page_text: will be clearly understood on referring to Figures 12, 13, 14, 15, 16, and 17,
(Sheet 5). Each end of the several break rods O and O' is hollow or tubular,
the borc or internal space being round, square, or otherwise shaped, and into
these tubular portions are fitted the correspondingly shaped rods or bars 3,3,
(Figures 12 and 14). If of a round section a slnt or key way is cut in the
tube and a feather fitted on the rod so as to admit of its sliding freely therein,
and at the same time communicating when requisite a rotatory motion to the
tubular break rods. The rods 3, 3, are connected by universal joints 4, 4,
(or by compound links if preferred) to the coupling bars 5, 5; the universal
joints or compound links allow of any ordinary play or vibration of the
carriages. The coupling bars 5, 5, are connected by means of the hoop 6,
fitting upon the serrated boss 7 (Figures 16 and 17), and held in its place
by the catches 8, 8, which are locked by the pins 9, 9, these pins being in
their turn kept in position by the springs 10 (Figure 13).
Figure 14 is a slight modification of Figure 12; and Figure 15 is a
transverse or end detail thereof; in this modification the two halves of the
toothed or serrated bosses 7 are held together by the clips 11, which are
connected to each other by the T-headed pins 12 and cottars 13, attached
by chains to the clips as shewn in Figure 15.
Figure 1 on Sheet 6 of my Drawings represents a front elevation of the
guard's hand wheel, and illustrates another mode of compressing the springs
wherein the power required is derived from one of the axles of the van;
Figure 2 is a side elevation of the same; and Figures 3, 4, 6, and 7 are
separate details. On the shaft E is keyed the bevil pinion F, which gears
into the corresponding wheel G, fast on the upper end of the vertical shaft I,
as herein-before described in reference to Sheet 1 of my Drawings. These
wheels are used for applying the power quickly when working the breaks
by hand, and also for applying extra power on to the break blocks when
the springs are exhausted. For compressing the springs, however, I pro-
pose to employ, according to this arrangement, a band wheel A', formed
on the hand wheel A. On the short horizontal spindle 13 (Figure 3) is
keyed a grooved pulley 14, over which and over the band wheel A' is passed
a band 15.
A bevil pinion 16 is also keyed on to the spindle 13 gearing into the pair of
bevil pinions 16 and 17, which run loose on the spindle 18; on the faces of
the bosses of these wheels are formed clutches gearing into the self-acting
clutch box 19, which slides in and out of gear with either of the wheels 16
and 17, in order to compensate for the reversal of the carriage, and con-
sequently admit of the several compressing springs being always wound in one

page_text: direction. The spindles 13 and 18 work in the frame 20, which is suspended
from the carriage framing by the links or levers 21, one of which is continued
upwards inside the van to form a lever handle as at 22. This lever handle is
for the purpose of tightening the band 15 round the band wheel A' and
pulley 1. On the end of the horizontal spindle 18 is keyed also a grooved
pulley 23, and a corresponding one 24 is keyed on one of the axles 25 of the
van (see Figure 4), round which two last mentioned pulleys' is passed the
band 26, which derives motion from the pulley on the axle, and transmits it to
the mechanism for compressing the springs. On referring to the Drawings
it will be obvious that the pulley 14 will be constantly rotated when the
carriage is running by the band 26, and that this motion may be transmitted
or not as occasion may require to the guard's hand wheel A, by simply moving
the lever handle 22 in one direction or the other, so as to tighten or slacken
the band 15 round the band wheel A'; this self-acting motion is equally
applicable to the working of the breaks when not fitted with self-acting
springs.
Figure 8 (Sheet 6) represents a plan of another mode of applying a spring
resembling that herein-before described and illustratedat Figure 9 (Sheet 5),
with the exception of the countershaft O", which is geared to the main break
shaft O by the bevil gearing p', by which arrangement facility is afforded for
placing the main spring parallel with the carriage frame and main break
shaft O. Figure 9 represents a spring carried by a rack bar, the teeth of
which gear into corresponding teeth formed in a pinion S. A pressing pulleys
serves to keep the rack teeth well down into the teeth of the pinion; this
pinion, like the chain drums Sherein-before referred to, turns loose upon the
tube R, and is provided with a catch 'T, which takes into the ratchet wheel U,
on the break rod or shaft O. Figure 10 is an enlarged spring composed of
elastical conical rings of india-rubber; and Figure 11 is a similar arrange-
ment comprised of a cylindrical rings u; Figure 12 is an edge view of one of
the chain drums S, which is provided with stops t', acting upon corresponding
stops t", made fast to the bracket t. The object of this arrangement of stops
is when acting in one direction to prevent the break blocks from being
removed beyond a given convenient distance from the wheels when being
drawn back, the drum being incapable of making more than one turn; and
when acting or revolving in the other direction this arrangement enables the
blocks to adjust themselves by admitting of the ratchet wheel and break rod
overrunning the chain drum when the springs are released, the drum itself
being prevented from making more than one turn whilst the ratchet wheel
and break rod are free to revolve further until stopped by the contact of the

page_text: blocks with the wheels. It is thus obvious that, however much the blocks
may be worn, they will always be brought against the wheels, and coin-
pensation thereby made for wear. By connecting the gong g', Sheets 1,
3, 5, and 6, by a chain and rod g" communicating with the boss of the chain
drum, the due compression of the springs may be readily indicated to the
guard by the striking of the gong.
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 general construction, arrangement, combination, and mode of
operating railway break mechanism as herein-before described and illustrated
by my Drawings.
Second, the peculiar system or mode of actuating the coupled longitudinal
break rods of a train by means of an india-rubber spring in combination
with a loose chain drum or pinion carried by the break rod, and coupled
therewith by a pall and ratchet wheel as herein-before described.
Third, the making of the vertical break rod in two parts, and connecting
or disconnecting such parts by a sliding clutch worked by a lever, either
through the intervention of a treadle, or of a cord extending along the
train in the manner and for the purpose herein-before described.
Fourth, the peculiar systems or modes of compressing the break-actuating
springs, as herein-before described.
Fifth, the application and use of the self-acting reversing clutch box in
connection with the spring compressing mechanism, whereby the compression
of the springs is duly effected whichever way the carriage may be running,
as hercin-before described.
Sixth, the peculiar arrangement of a bell or gong for indicating the due
compressing of the springs, as herein-before described.
Seventh, theapplication and use of reversing gear to and inconnection with
the central break rods for the purpose of enabling the breaks to act uniformly
whichever way the carriage may be turned, as herein-before described.
Eighth, the application and use to and in the straight rack boxes of
anti-friction rollers, as herein-before described.
Ninth, the application and use to and in railway break mechanism of an
endless screw or worm and worn wheel so constructed that the screw is
capable of being rotated by the worm wheel, and also of imparting motion
to such wheel, as herein-before described.

page_text: Tenth, the combination with the above-described peculiar screw or worm
and worm wheel with a sliding clutch for the purpose of releasing the screw
or worm from the vertical break rod, as herein-before described.
In witness whereof; I, the said Charles Fay, have hereunto set my
hand and seal, this Fifteenth day of August, One thousand eight
hundred and fifty-nine.
CHARLES FAY. (u.s.)