AN IMPROVED METHOD OF STOPPING OR RETARDING RAILWAY CARRIAGES AND TRAINS, AND OF WARMING THE INTERIOR THEREOF
Year: 1856

page_text: LETTERS PATENT to Pierre Joseph Guyet, Engineer, of Paris, Town in
the French Empire, for the Invention of "AN IMPROVED METHOD OF
STOPPING OR RETARDING RAILWAY CARRIAGES AND TRAINS, AND OF WARMING
THE INTERIOR THEREOF."
Sealed the 10th February 1857, and dated the 2nd September 1856.
PROVISIONAL SPECIFICATION left by the said Pierre Joseph Guyet at
the Office of the Commissioners of Patents, with his Petition, on the
2nd September 1856.
I, PIERRE JOSEPH GUYET, Engineer, of Paris, Town in the French Empire,
do hereby declare the nature of the said Invention for "AN IMPROVED
METHOD OF STOPPING OR RETARDING RAILWAY CARRIAGES AND TRAINS, AND OF
WARMING THE INTERIOR THEREOF," to be as follows:-
My Invention consists in working brakes for stopping or retarding carriages
and trains, by means of steam brought from the locomotive boiler through a
series of tubes extending the whole length of the train, whence it is conveyed
by branch pipes into cylinders placed beside or near the locomotive and each
separate carriage, in which cylinders it works pistons fitted in them, the rods
of which are connected to levers or arms which actuate the brakes. The
return stroke of the piston is effected by atmosphericairentering through one
end of the cylinders left open for the purpose. The tubes are closed at their
further ends by screw plugs, and the connections between the separate carriages
are effected by short pipes, one end of each of which is fitted into one end of
the next adjoining, and a caoutchouc tube or ferrule is slipped over them and
[Price 8d 1

page_text: wire wound over the caoutchouc whereby the joint is kept steam tight, while
sufficient play is allowed for the curves, reverse movement of the train, &c.
I also carry steam from the pipes which convey steam to the brake
cylinders through branch pipes into the different carriages, in order to
warm the interiors hereof when required.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Pierre Joseph Guyet in the Great Seal Patent Office on the
2nd March 1857.
TO ALL TO WHOM THESE PRESENTS SHALL COME, 1, PIERRE
JOSEPH GUYET, Engineer, of Paris, Town in the French Empire, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Second day of September, in the year of our Lord
One thousand eight hundred and fifty-six, in the twentieth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said Pierre Joseph Guyet, Her special licence that I, the said Pierre
Joseph Guye, my executors, administrators, and assigns, or such others as I,
the said Pierre Joseph Guyet, my executors, administrators, and assigns,
should at any time agree with, and no others, from time to time and at all
times thereafter during the term therein expressed, should and lawfully
might make, use, exercise, and vend, within the United Kingdom of Great
Britain and Ireland, the Channel Islands, and Isle of Man, an Invention for
"AN IMPROVED METHOD OF STOPPING OR RETARDING RAILWAY CARRIAGES AND
TRAINS, AND OF WARMING THE INTERIOR THEREOF," upon the condition (amongst
others) that I, the said Pierre Joseph Guyet, my executors or administrators,
by an instrument in writing under my, or their, or one of their hands and
seals, should particularly describe and ascertain the nature of the said Inven-
tion, 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 Pierre Joseph Guyet, 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 follow-
ing statement thereof, reference being had to the Drawings hereunto annexed,
that is to say:-
My Invention consists in working brakes for stopping or retarding carriages

page_text: and trains, by means of steam brought from the locomotive boiler through
a series of tubes extending the whole length of the train, whence it is con-
veyed by branch pipes into cylinders placed beside or near to the locomotive
and each separate carriage, in which cylinders the steam works pistons fitted
therein, the rods of which are connected to levers or arms which actuate
the brakes. The return stroke of the piston is effected by atmospheric air
entering through one end of the cylinder left open for the purpose. The
tubes are closed at their further ends by screw plugs, and the connections
between the several carriages are effected by short pipes, one end of which
is fitted into one end of the next adjoining, and a caoutchouc tube or ferrule
is slipped over them and wire wound over the caoutchouc, whereby the
joint is kept steam tight, while sufficient play is allowed for the curves,
reverse, and other movements of the train, or the coupling may be effected
by an equivalent arrangement.
And my Invention further consists in warming the interior of railway
carriages by means of steam carried into them from the series of pipes
which convey steam to the brake cylinders. In this Specification the
expression "brake cylinder s employed to designate the steam cylinders, in
which are fitted the pistons which work the brakes. The brake cylinders
may be placed before, behind, beside, or in any suitable position with
respect to the locomotive tender or carriages, and they may be set in an
upright, horizontal, or inclined position as desired.
In carrying my Invention into effect, I prefer to place one brake cylinder on
each side of the locomotive to act on and lock the large wheels, and to mount
a single brake cylinder in connection with a double lever in the centre of the
axle of each carriage. In connection with my present plan for working the
brakes bv steam, and in order to carry the same into effect, the carriages are
coupled together by means of the series of tubes which convey steam from the
boiler to the brake cylinders, the series of tubes thus serving the two-fold
purpose of a steam passage and a coupling rod, and I have certain arrange-
ments for adapting those tubes to the draw or traction springs of the carriages.
The manner in which my Invention is carried into effect is illustrated in
the Drawings annexed.
Fig. 1 is a front view in section, shewing a steam cylinder, piston, and lever,
for working the brake of a carriage wheel; Fig. 2, a side elevation of a
portion; Fig. 3, a sectional view of coupling, shewing the mode of connecting
two consecutive carriages; Fig. 4, shews detail of connection; Fig. 5 is a
plan of part of carriage frame (of two carriages); Fig. 6, sectional elevation
through the line A, B, shewing my improved coupling; Fig. 7, side view in

page_text: section through the axis of coupling rod (the dotted lines shew the position
of this rod when the carriage is disconnected); Fig 8 is a side view in
section through the line A, B, of that portion of the carriage frame in
which are the draw springs; Fig. 9, a plan of new arrangement applied to
an india-rubber spring.
C is the series of tubes through which the steam is conducted from the
locomotive boiler along the carriages from end to end of the train, the supply
of steam being let in and cut off by means of a tap. On this tube and under
the footboard is another tube, also provided with a tap, and below these a
third discharge tube and tap connected with the tubes C. From the tube C
the steam passes through branch pipes K into the cylinder F, of which there
is one to each carriage. In each cylinder F is a piston G with rod H, the
further end i of which is forked and linked to a lever J which works the
carriage brakes. The bottom cover of the cylinder F is closed and the top
open to the outer air, the cap being formed with apertures or otherwise
constructed for the purpose. The series of tubes C are coupled together by
connections M, which are so contrived as to follow the various motions of the
train. At the last carriage of the train the tube is closed by a weighted
plug. The steam to be admitted into the pipes C is drawn from the top of
the boiler dome. The taps should be so contrived that, when the engineer
desires he may by opening one tap and keeping the other closed, work the
brakes belonging to the locomotive and tender, and then by opening another
tap work the brakes of all the other carriages simultaneously or nearly so.
When it is desired to work the brakes the steam is allowed to enter the series
of pipes C, by which it is conveyed from end to end of the train, and thence
passes through the branch pipe K of each cylinder F to beneath the piston G,
which is thus made to perform its upstroke, drawing with it its rod H, which
lifts the lever J, and brings the brake against the wheel or wheels of each
carriage. The stroke of the piston is regulated by the distance of the brake
blocks from the wheel. To unlock the wheels the engineer closes the
cocks and opens the discharge tap, whereupon the steam in the brake
cylinders and the supply tubes will escape into the outer air, and atmospheric
air entering into the cylinders through the open top will make the piston
perform its down stroke or return to its previous position, thereby bringing
the brakes away from the wheels and disengaging them. Tubes are placed
in the carriages for the purpose of warming them; which tubes com-
municate with the steam channel C, so that whenever steam is admitted
into that passage to work the brakes it rushes into these tubes, heats them
and imparts warmth to the carriages.

page_text: In the arrangement of coupling shewn in Fig. 3 there are two screw joints
a and b, and a short tube c fitting into them; d is a ferrule of vulcanized
india-rubber, which is passed over the joint and keeps it steam-tight; this
ferrule is attached to the tubes by flanches or glands, and. round it a wire e,e',
is wound. This connection may be taken on and off as easily as screw coupling.
Fig: 4, shews the connection of the tube at this joint; the joint a, which is
threaded with a female screw, is turned on the inner surface conically, or
into a double.cone, into which the tube is fitted, and driven (mandrine) from
the front, thus effecting a joint without soldering or screwing.
A modification of my plan of coupling carriages is as follows:-a, b, are
two of a series of tubes placed beneath the carriages lengthwise; the further
ends of these tubes are turned; an india-rubber washer fitted inside; while
their other ends are threaded and screw into a nut c, which forms a stuffing
box, and contains india-rubber or other suitable packing d for keeping the
joint steam tight. A short pipe e is fitted into these two tubes, having just
a little play in the packing d; into this tube a small branch pipe is soldered,
for supplying steam to the brake cylinders and pipes for warming the carriages.
9. g', is a socket with two ends or heads, into one of which g the end a" of
the pipe a is inserted, while the other g' is tightly driven over a socket h of
the draw spring, and there secured by the pin h. The parts where the head
g comes in contact with the nut e are rounded off. The part of the draw bar
1, 2, reserved for the draw springs slides, in a guide j. This arrangement
may be readily adapted for india-rubber or steel draw springs, the tube being
substituted for the bar hitherto used.
The coupling rod serves to connect two carriages, and to communicate to
the buffer and draw springs an initial tension, which modifies the tail motion
and breaks the shocks resulting (when a train is in motion) from the distance
between the buffers.
'
My coupling rod consists of a hollow rod or tube k (Fig. 6 & 7) threaded
on the inside (for a certain distance) with a right and left hand screw; the
ends k, k, are turned conically, and fit on to india-rubber washers in the
tubes a and b; k¹¹ is a nut with lugs 1 and 1, which carry connecting rods
m, m¹, by which " is connected to a socket n, which also has lugs (n' and n³).
This socket works freely on the tube a, and abuts against the projecting part
a¹. o is another nut, formed with lugs o¹, 1,and carrying a hooked arm p, p',
the ends of which are connected to the upper part by a piece p", having a
knot I which presses on the hook, and serves as a handle by which to raise
it when the nuts are brought to the centre of the bar; this hook abuts against
the socket and the tops of rods v, v. To the inside of the tube is soldered
oll

page_text: a weighted handle, for screwing and unscrewing the nuts, and thus connecting
and disconnecting carriages. The steam passage is closed at the last carriage
by inserting a plug into the conical seat formed in the tube, which plug bears
against the india-rubber washer, and is tightened by the last coupling rod,
which is raised for that
purpose.
And having now described the nature of the said Invention, and in what
manner the same is to be performed, I declare that I do not confine myself
to the precise details represented in the Drawings, and explained in the
description referring thereto, as the same may be varied according to the
particular arrangement of carriages; but I claim,-
First the method of working the brakes of locomotive and railway carriages,
by means of steam brought from the locomotive in a series of tubes along the
train, and thence into cylinders, in which it works pistons which actuate the
brakes, as herein-before described.
Second, the mode of warming the interior of railway carriages, by means
of steam conveyed into the carriages from the series of tubes which supply
steam to the brake cylinders, as herein-before described.
And, third, the mode of coupling pipes between railway carriages herein-
before described, for carrying the present Invention into effect.
In witness whereof, I, the said Pierre Joseph Guyet, have hereunto set
my hand and seal, this Twenty-sixth day of January, in the year of
our Lord One thousand eight hundred and fifty-seven.
Witness,
CH. ARMENGAUD, Ing* Conseil,
No. 23, Boulevart de Strasbourg,
à Paris.
P. J. GUYET. (L.S.)