AN IMPROVED RAILWAY BREAK, A PORTION OF THE APPARATUS OF WHICH CAN ALSO BE EMPLOYED AS A MEANS OF COMMUNICATION D
Year: 1866

page_text: LETTERS PATENT to Johnson Kitchen, William Kitchen, and Samuel
Samuels, Engineers, all of Accrington, in the County of Lancaster, for
the Invention of "AN IMPROVED RAILWAY BREAK, A PORTION OF THE
APPARATUS OF WHICH CAN ALSO BE EMPLOYED AS A MEANS OF COMMUNICATION
D"
Sealed the 9th April 1867, and dated the 23rd November 1866.
PROVISIONAL SPECIFICATION left by the said Johnson Kitchen, William
Kitchen, and Samuel Samuels at the Office of the Commissioners of
Patents, with their Petition, on the 23rd November 1866.
We, JOHNSON KITCHEN, WILLIAM KITCHEN, and SAMUEL SAMUELS,
Engineers, all of Accrington, in the County of Lancaster, do hereby declare
the nature of the said Invention for "AN IMPROVED RAILWAY BREAK, A PORTION
OF THE APPARATUS OF WHICH CAN ALSO BE EMPLOYED AS A MEANS OF COMMUNICATION
BETWEEN THE GUARD AND DRIVER OF A RAILWAY TRAIN," to be as follows:--
Our Invention is designed, first, for the purpose of actuating the "breaks"
of railway carriages (composing a train when coupled up to the engine) by
the direct action of steam, and also for placing the said "breaks" when so
coupled solely under the control, and management of the engineer; and

page_text: the improvements consist in the novel employment and use of a steam
cylinder conveniently secured on the "tender" of the engine, the piston rod
of which is in direct communication and connection with the breaks of the
carriages by an arrangement of gearing, rods, and couplings herein-after des-
cribed. Each carriage is supplied with its own shaft or rod supported in bearings
for actuating the "breaks," the couplings or connections of which are formed
by means of sliding bars, the ends thereof being constructed so as to form
universal joints, the said sliding bars being so arranged that they readily adjust
themselves to the varying distances of the carriages by sliding in or out of the
socket or recess formed in the ends of the break shafts; the break blocks are
supported in the ordinary manner by brackets secured to the carriage framing;
these brackets support a cross shaft carrying a lever that is connected to a
nut embracing and actuated by a worm or screw formed on the longitudinal
break shaft, the break blocks being first adjusted and arranged by means of
a wheel secured on the said shaft before coupling up. When it is desired to
put on the "breaks" the engineer by means of a handle in connection with the
break cylinder valve admits steam into the same, which immediately forces
out the piston and piston rod. The end of this rod is provided with a rack,
which gearing into a pinion actuates an arrangement of wheels that gives a
revolving motion to the break shaft throughout the entire length of the train;
this revolving motion transmits through the medium of the thread or screw
afore-mentioned a forward sliding motion to the nuts and lever in connection
with the cross shaft and break blocks of each carriage, thereby forcing such
blocks against the periphery of the wheels so as to retard and stop the train.
The revolution of the break shafts and the forward motion of the nuts which
they actuate may, by the manner in which the engineer admits steam into the
break cylinder, be caused so as gradually to apply the break, or in the case of
imminent danger to forcibly apply them so as to bring the train to a stand in a
short distance. By reversing the valve of the break cylinder the piston is
forced in a contrary direction, which immediately and simultaneously releases
the wheel from the pressure of the break blocks. The break cylinders are
provided with valves that govern the pressure of steam. The slide valve of
the cylinder is so arranged that immediately the pressure of the break blocks
are taken off the wheels the valve by means of a screw and tappet or other
equivalent is caused gradually to close over the ports or thoroughfares, thereby
preventing by self-acting means the breaks being withdrawn too far from the
wheels. The direct action which is given to the revolving break shafts as
described may be actuated by a reciprocating pendulum or rotary engine
secured underneath the tender. The connection with the break shafts may

page_text: be direct, that is, the shaft of the rotary piston may form a direct coupling
with the break shafts, or the connection may be formed by worm and wheel,
whereby power of the break cylinder with bigh velocity will give an increased
power for applying the breaks.
Secondly, our. Invention relates to the coupling and uncoupling of the
universal joints between each carriage, which is readily effected by means of
a peculiarly constructed pin, the end of which is caused to protrude through
the block of the joint, the said protruding end being of the same diameter as
the pin, and so constructed that it will swivel or turn at right angles to the
shaft of the pin so as to prevent the pin falling out until withdrawn by hand;
this is effected by means of a spring pressing upon the under side of the coupling
pin head.
Thirdly, in order that the guard may be enabled to apply the breaks of the
train in case the train or any portion of the same should become disconnected
from the engine the end of the break shaft belonging to the guard's van is
provided with gearing which actuates a vertical shaft protruding through and
revolving in bearings, secured in such van. The upper extremity of the shaft
is provided with a wheel that is readily put into and out of gear with a wheel
sliding on a horizontal shaft upon which a fly wheel is secured for the purpose
of when in gear actuating the breaks in case the engine becomes disconnected
as before described.
And, lastly, our improvements relate to a novel arrangement of mechanisni
in connection with the break shaft whereby an alarm of communication may be
effected between guard and driver as follows:-The wheel secured on the top
of the vertical shaft in the guard's van is provided with a hammer or projection
which is caused when revolving to strike upon a bell; thus by a partial move-
ment of the break shaft the driver can communicate with the guard without
actually putting on the breaks, or the guard may in like manner communicate
with the driver.
30 SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Johnson Kitchen, William Kitchen, and Samuel Samuels in
the Great Seal Patent Office on the 16th May 1867.

page_text: WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-third day of November, in the year of our Lord
One thousand eight hundred and sixty-six, in the thirtieth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto us, the said
Johnson Kitchen, William Kitchen, and Samuel Samuels, Her special license
that we, the said Johnson Kitchen, William Kitchen, and Samuel Samuels, our
executors, administrators, and assigns, or such others as we, the said Johnson
Kitchen, William Kitchen, and Samuel Samuels, our 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 Inven-
tion for "AN IMPROVED RAILWAY BREAK, A PORTION OF THE APPARATUS OF WHICH
CAN ALSO BE EMPLOYED AS A MEANS OF COMMUNICATION BETWEEN THE GUARD AND
DRIVER OF A RAILWAY TRAIN," upon the condition (amongst others) that we,
the said Johnson Kitchen, William Kitchen, and Samuel Samuels, by an
instrument in writing under our 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 we, the said Johnson Kitchen, William Kitchen,
and Samuel Samuels, 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 by the following statement and accompanying Drawings
(that is to say)—
Our Invention is designed, first, for the purpose of actuating the "breaks "
of railway carriages (composing a train when coupled up to the engine) by
the direct action of steam, and also for placing the said "breaks" when so
coupled solely under the control and management of the engineer; and the
improvements consist in the novel employment and use of a steam cylinder,
conveniently secured on the "tender" of the engine, the piston rod of which
is in direct communication and connection with the breaks of the carriages
by an arrangement of gearing rods and couplings herein-after described;
each carriage is supplied with its own shaft or rod supported on bearings for
actuating the "breaks," the couplings or connections of which are formed by
means of sliding bars, the ends thereof being constructed so as to form
universal joints, the said sliding bars been so arranged that they readily adjust
themselves to the varying distances of the carriages by sliding in or out of

page_text: the socket or recess formed in the ends of the break shafts; the break blocks
are supported in the ordinary manner by brackets secured to the carriage
framing; these brackets support a cross shaft carrying a lever that is connected
to a nut embracing and actuated by a worm or screw formed on the longitudinal
break shaft, the break blocks being first adjusted and arranged by means of a
wheel secured on the said shaft before coupling up. When it is desired to
put on the "breaks "the engineer by means of a handle in connection with
the break cylinder valve admits steam into the same which immediately forces
out the piston and piston rod; the end of this rod is provided with a rack
which gearing into a pinion actuates an arrangement of wheels that gives a
revolving motion to the break shaft throughout the entire length of the train
this revolving motion transmits through the medium of the thread or screw
afore-mentioned a forward sliding motion to the nuts and lever in connection
with the cross shaft and break blocks of each carriage, thereby forcing such
blocks against the periphery of the wheels so as to retard and stop the train,
the revolution of the break shafts and the forward motion of the nuts which
they actuate may, by the manner in which the engineer admits steam into the
break cylinder, be caused so as gradually to apply the break, or in case of
imminent danger to forcibly apply them so as to bring the train to a stand in
a short distance; by reversing the valve of the break cylinder, the piston is
forced in a contrary direction, which immediately and simultaneously releases
the wheel from the pressure of the break blocks. The break cylinders are
provided with valves that govern the pressure of steam, the slide valve of the
cylinder is so arranged that immediately the pressure of the break blocks are
taken off the wheels the valve by means of a screw and tappet or other
equivalent is caused. gradually to close over the ports or thoroughfares thereby
preventing by self-acting means the breaks being withdrawn too far from the
wheels. The direct action which is given to the revolving break shafts as
described may be actuated by a reciprocating pendulum or rotary engine
secured underneath the tender; the connection with the break shafts may be
direct, that is, the shaft of the rotary piston may form a direct coupling with
the break shafts, or the connection may, be formed by worm and wheel, whereby
power of the break cylinder with high velocity will give an increased power
for applying the breaks.
Secondly, our Invention relates to the coupling and uncoupling of the
universal joints between each carriage, which is readily effected by means of
a peculiarly constructed pin the end of which is caused to protrude through'
the block of the joint, the said protruding end being of the same diameter as
the pin, and so constructed that it will swivel or turn at right angles to the
:

page_text: shaft of the pin so as to prevent the pin falling out until withdrawn by hand,
this is effected by means of a spring pressing upon the under side of the
coupling pin head.
:
Thirdly, in order that the guard may be enabled to apply the breaks of the
train in case the train or any portion of the same should become disconnected
from the engine, the end of the break shaft belonging to the guard's van is
provided with gearing which actuates a vertical shaft protruding through and
revolving in bearings secured in such van, the upper extremity of the shaft is
provided with a wheel that is readily put into and out of gear, with a wheel
sliding on a horizontal shaft upon which a fly wheel is secured for the purpose
of when in gear actuating the breaks in case the engine becomes disconnected
as before described.
And our improvements relate to a novel arrangement of mechanism in
connection with the break shaft whereby an alarm of communication may be
effected between the guard and driver as follows:-The wheel secured on the
top of the vertical shaft in the guard's van is provided with a hammer or
projection which is caused when revolving to strike upon a bell, thus by a
partial movement of the break shaft the driver can communicate with the
guard without actually putting on the breaks or the guard may in like manner
communicate with the driver.
:
And, lastly, our improvements relate to a novel and peculiar arrangement
of apparatus in connection with the friction bowls for applying the breaks, the
said friction bowls being actuated so as to apply the breaks by means of a
wheel or lever in the guard's van, the apparatus of which is more particularly
described hereafter.
In order that the Invention may be better understood and explained in
detail we have hereunto attached two Sheets of Drawings, the scale of each
being marked thereupon, similar letters of reference being marked throughout
on all the Figures alike.
In Sheet 1, Fig. 1 represents in elevation the lower portion of the tender
and carriage of a railway train, the break cylinder and its connection with
the breaks of the train being clearly shewn, supported in the position which
they occupy and adjusted ready for action; Fig. 2 represents a plan view of
the same, the body of the carriage and tender being removed in order more
clearly to shew the position and arrangement of the break cylinder and its
connection with the breaks of the carriages; and Fig. 3 represents the
application of a rotary steam cylinder and its application to the break shaft
for giving motion thereto for applying the breaks; and Fig. 4 represents
another arrangement of applying the breaks to goods engines by direct action

page_text: with the employment of an ordinary steam cylinder and piston rod; Fig. 5
represents a longitudinal section of the break cylinder; this view shews more
particularly the arrangement of levers and valves for admitting steam into
the cylinder for actuating the breaks, also the novel construction and arrange-
ment of valves whereby an uniform and given pressure is obtained for actuating
the piston of the "break cylinder" whatever pressure there may be in the
boiler so long as that pressure is in excess of the pressure required to work
the breaks; Fig. 6 represents a detached. view of the break piston rod having
attached thereto a projecting finger which releases a valve in the break
cylinder so as to reduce the pressure of the steam in the break cylinder so
soon as the breaks are taken off or out of contact with the periphery of the
wheels; and Figs. 7 and 8 represent the universal joints and sliding bars in
connection with the break shafts as in the position when coupled up, the
coupling pin by which the connection is made being shewn in Fig. 9.
In Sheet 2, Fig. 1 represents the lower portion of the break van having
constructed and applied thereto an arrangement of friction gear and apparatus
in connection that will enable the guard to apply the breaks of the train in
case the train or any portion of the same should become disconnected from
the engine or the friction bowls may be employed for actuating the ordinary
break, Fig. 2 represents a plan view of the same, and Figs. 3 and 4 represent
respectively an elevational and plan view of another modification of the
application and adaptation of the friction bowls and gearing applied to the
break shafts for actuating the breaks, and Fig. 5 represents an independent
friction driver secured to one of the carriage axles.
In Figs. 1 and 2, a, a, is the framing of the tender, and b, b, the framing
of the carriage composing a train, to the framing a of the tender the break
cylinder c is secured, the piston rod d of this cylinder is provided with a
rack e which is supported by the roller f, the said rack e gears into the
pinion g which when revolving gives motion through the wheels h to the break
shafts i, i, the coupling of these shafts are effected by means of the universal
joints which form part of the bars 1, 1, these bars are allowed to slide in and
out of the sockets or recesses m, m, formed on the ends of the break shafts i, i,
thereby allowing a perfect connection throughout the entire length of the train;
the break blocks o, o, are readily adjusted by means of the wheel n, n, secured
on one end of the break shafts i, i, (that is by turning the break shaft
separately before being coupled up, the blocks o, o, of each carriage can be so
adjusted that when the train is entire the whole set of blocks throughout the
same will simultaneously press upon and "break" the train when acted upon
by the break shaft i, i, the connection between the blocks and such shaft being

page_text: effected by means of the levers p, p, the cross shaft and levers q, q, and
sliding nuts r, r, thus when the steam is admitted into the break cylinder by
means of the handle s, the "break shaft" i is caused to revolve by the forward
action of the rack e and gearing 9 and h, the nuts r, r, to which the break
levers p, p, are secured are by the revolution of such shaft impelled forward,
the action of which forcibly applies the break to the periphery of the carriage
wheels thereby retarding or stopping the train; with the rotary cylinder as
seen in Fig. 3 the revolution of the shaft for applying the breaks in the
manner before described is obtained direct from the revolving piston as, the
break shaft being geared with the piston rod of the piston a*.
In Sheet 1, Fig. 5, t is the slide valve of the break cylinder c which is
actuated so as to admit steam into such cylinder by means of the lever s, the
valve being so arranged that when the lever is vertical or in the mean
position as seen in Fig. 1 both ports or thoroughfares u, u¹, will be closed,
but when it is desired to apply the breaks, the port u is opened by bringing the
handle against the stop v, as seen in Figs. 1 and 4 on the quadrant bracket w,
and by moving the handle so as to bed against the stop x, the port u¹ will
admit steam so as to take off or release the breaks, but in order that a given
and regular pressure shall act upon the piston y, the cylinder c is provided
with two valves a¹ and a², opening out into the exhaust chamber z, these
governing valves are loaded at the pressure it is required the steam shall exert
upon the piston y. Thus, for example, if it is required to force the piston for
putting on the break with a pressure equal to forty pounds to the square inch
the valve a¹ is loaded so as to allow and govern that pressure in the cylinder,
any excess being caused to escape into the exhaust, but in order that a
superior pressure to this shall be given to the piston in the first instance,
when taking off the breaks, the valve a² will require to be loaded so as to
give a resistance equal to forty-five or fifty pounds to the square inch, but so
soon as the piston has received its start and the break blocks are eased, the
inward action of the piston rod brings the projecting finger 6 with which it is
supplied into contact with the bell crank lever c¹ which immediately forces
down the spindle of the valve a' which thereby releases the piston from pressure
and allows it to finish the stroke at a considerably reduced pressure the engineer
at this time places the handle s in a vertical position which causes the valve t
to close and cover the ports u, u', of the cylinder c.
In Sheet 2, Fig. 1 and 2, c' is a stand or bracket secured in the break van
the bracket supports a vertical shaft which is in connection by means of the
gearing d with the cross cam shaft e¹, the ends of this shaft is supplied with
two cams or eccentrics f¹ which actuate the levers the opposite ends of

page_text: these levers from the fulcra support two friction bowls h³, h, the shaft i of
these bowls are connected by gearing.k with the break shaft, thus when the
cams or eccentrics f¹ are caused partially to revolve they cause the levers g³
to bring the friction bowls h2, h3, into contact with the periphery of the
carriage wheel, obtaining thereby motion which is transmitted through the
gearing k¹ to the break shaft for the purpose of applying the breaks in the
manner before described a reverse motion for disconnecting the breaks or for
allowing the breaksman to apply the breaks without the employment of the
friction bowls is. obtained by means of the handle m² the action of which is to
disconnect the bevel pinion actuating the eccentrics f¹ and put in gear the
pinion thereby connecting the gearing with the break shaft.
In Fig. 4, Sheet 1, a³ is an ordinary steam cylinder similar to the. one
described in Fig. 5, Sheet 1, but having a greater diameter and shorter stroke,
the piston rod 63 is provided with a slot or opening through which the end of
the lever protrudes, the opposite end being keyed on the cross shaft d³ to
which the levers actuating the breaks are secured, thus when it is required
to apply the breaks the piston is forced outwards, which acting on the long
lever c³ forcibly applies the break; this arrangement of break is more par-
ticularly applicable to goods engines, or engine employed in "shunting"
waggons or carriages.
Having now described the nature of our said Invention, together with the
method of carrying the same into practical effect, we wish it to be distinctly
understood in conclusion that we claim,-
First, the novel construction and adaptation to the tenders or other
convenient place of locomotive engine of a steam cylinder solely under the control
of the engineer, the piston rod of which is in connection with the breaks of the
carriages composing the train, by the arrangement of gearing and mechanism
shewn in Sheet 1, Figs. 1, and 2, and 3, or any slight modification thereof.
Secondly, we claim the peculiar and novel construction of valves as applied
to the break cylinder shewn in Figs. 5 and 6 of the Drawings whereby the
pressure and power of the "break" is governed as described.
Thirdly, we claim the novel and peculiar construction of coupling pin and
spring, as described and shewn in Figs. 7, 8 and 9, and also the novel
application, arrangement, and adaptation of a bell or other alarm in the
guard's van or on the engine which can be actuated through the medium
of the break shaft for the purpose of cominunication between the guard and
driver, or vice versa.
And, lastly, we claim the novel employment and use of friction bowls for apply-.
ing the breaks together with their arrangement, construction, and adaptation to

page_text: the guard's van as described and shewn in Sheet 2 of the Drawing, whereby
the guard is enabled to apply the break in case the locomotive becomes
disconnected from the engine or when the steam breaks are not coupled up
with the break cylinder.
In witness whereof, we, the said Johnson Kitchen, William Kitchen, and
Samuel Samuels, have hereunto attached our hands and seals, this
Tenth day of May, in the year of our Lord One thousand eight hundred
and sixty-saven
JOHNSON KITCHEN.
(LS.)
WILLIAM KITCHEN.
(L.S.)
SAMUEL SAMUELS.
(L.B.)
JOHNSON KITCHEN. (L.S.)
WILLIAM KITCHEN. (L.S.)
SAMUEL SAMUELS.
(L.B.)