IMPROVEMENTS IN COUPLING, DRIVING, AND RETARDING LOCOMOTIVE, CARRIAGE, OR OTHER WHEELS ON RAILWAYS OR FOR OTHER PURPOSES
Year: 1868

page_text: LETTERS PATENT to James Livesey, of 9, Victoria Chambers, West-
minster, in the County of Middlesex, Engineer, for the Invention of
"IMPROVEMENTS IN COUPLING, DRIVING, AND RETARDING LOCOMOTIVE, CARRIAGE,
OR OTHER WHEELS ON RAILWAYS OR FOR OTHER PURPOSES."
Sealed the 21st August 1868, and dated the 28th February 1868.
PROVISIONAL SPECIFICATION left by the said James Livesey at the
Office of the Commissioners of Patents, with his Petition, on the 28th
February 1863.
I, JAMES LIVESEY, of 9, Victoria Chambers, Westminster, in the
County of Middlesex, Engineer, do hereby declare the nature of the
said Invention for "IMPROVEMENTS IN COUPLING, DRIVING, AND RETARDING
LOCOMOTIVE, CARRIAGE, OR OTHER WHEELS ON RAILWAYS OR FOR OTHER PURPOSES,"
to be as follows:-
My Invention, with reference to the coupling and driving of the wheels
of locomotives, tenders, carriages, and waggons, consists in the adaptation
and application thereto of a crank or cranks and connecting rods placed
in or near the centre of the axles between the wheels, by means of
which, together with a combination of centre and side coupling rods,
the weight of the train may be utilized so as to increase the tractive
[Price 8d.1

page_text: power of the engine. Either a single centre crank with a continuous
axle may be used, or the axle may be divided into two parts, with a
separate crank placed as near the centre as possible on each part. In
the latter case the two cranks are fixed at right angles, so that one
may assist the other over the dead centres. And in order that the
coupling rods by which these cranks are driven may not be unduly
strained when passing round curves the said rods are connected to
the crank pins in such a manner as to bring the centres of the crank
pins in a straight line. Each axle divided as stated is provided with
extra bearings fixed to a frame which is carried from one axle box to
the other. The wheels are also coupled by means of driving belts or
bands or other driving gear working on self-adjusting centres, so that
no undue strain may be thrown on the driving belts or other gear for
conveying the power from one axle or shaft to another, either as applied
on railways. or wherever power is required to be transmitted from one
piece of machinery to another. These pulleys or drivers are connected to
the axle or shaft by means of an universal joint centre, which allows the
axle or shaft to revolve freely at various angles whilst the pulleys or other
drivers are working parallel to each other. The requisite parallelism
of the said pulleys or such driving gear as friction wheels, spur wheels,
excentrics, or other similar appliances for conveying power from one axle
or shaft to another is maintained either by the driving bands alone
or by means of side coupling rods. The universal joint or self-adjusting
centres are by preference constructed on the principle of a ball and socket
with driving pius or studs to give motion to the pulleys, wheels, or other
suitable driving gear; or the axles or shafts may be driven by a pulley
spherical or partly so with a strap correspondingly formed. In order to
prevent the flat belts from slipping on the pulleys they may be constructed
with eyelet holes protected with steel, into which work pins fixed equidis-
tant on the periphery of the pulleys; or the same effect may be produced
by the use of clip pulleys or V-shaped grooved pulleys. By means of these
arrangements wheels with radial or articulated axles or bogies may be
coupled as required.
And my Invention, with reference to the retarding of the wheels of
carriages or vans on railways, consists in fixing to the axles thereof a
friction wheel, against which when the break is required to be applied a bar
is brought in contact, such bar being connected to a simple frame which
carries the break blocks, and in this manner the power is obtained directly
from the axle.

page_text: In order to reduce the power required to apply the breaks and thus
decrease the liability of unduly straining any of the working parts,
metal bands or clips of sufficient length to embrace the greater part
of the periphery of the ordinary wheels, either with or without wooden
blocks, are used. These bands .or clips are constructed with sufficient
elasticity either to put on the breaks or to release themselves and the break
blocks from the wheels. And in order to distribute the pressure equally
throughout I couple the said bands by means of rods connected to a ring
which is made partially to rotate loosely or independently round the axle ;
or other suitable connections for distributing the pressure as required may
be employed.
The break apparatus is also constructed in such a manner that one
portion of the breaks may be at rest whilst the others are in action.
By this means the blocks by being changed at intervals may be
prevented from becoming overheated or injured by excessive and long
continued friction to which they are at present liable in descending long
inclines.
In order to allow the carriage springs to work freely whon the breaks
are in action a bracket is employed which rests on each axle box
separately or may be fixed near the axle box to the springs, or a bar
connecting one axle box to the other on the same pair of wheels may
be employed. To this bracket or bar is connected the break hangers
or slides, by which means not only is free action allowed to the
springs, but the break blocks may be connected to a single pair of radial
wheels.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said James Livesey in the Great Seal Patent Office on
the 28th August 1868.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES
LIVESEY, of 9, Victoria Chambers, Westminster, in the County of
Middlesex, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-eighth day of February, in the
year of our Lord One thousand eight hundred and sixty-eight, in the
thirty-first year of Her reigu, did, for Herself, Her heirs and successors,

page_text: give and grant unto me, the said James Livesey, Her special licence
that I, the said James Livesey, my executors, administrators, and
assigns, or such others as I, the said James Livesey, 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 "IMPROVEMENTS
IN COUPLING, DRIVING, AND RETARDING LOCOMOTIVE, CARRIAGE, OR OTHER
WHEELS ON RAILWAYS OR FOR OTHER PURPOSES," upon the condition
(amongst others) that I, the said James Livesey, 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 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 James Livesey, 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 Drawing hereunto
annexed, and to the letters and figures marked thereon (that is to
say):-
My Invention of "Improvements in Coupling, Driving, and Retarding
Locomotive, Carriage, or other Wheels on Railways or for other Purposes"
consists, with reference to the coupling and driving of the wheels of
locomotives, tenders, carriages, and waggons, in the adaptation and
application thereto of cranks and connecting rods placed near the centre
of the axles between the wheels, by means of which, together with a
combination of centre and side coupling rods, the weight of the train
may be utilized so as to increase the tractive power of the engine. The
axle may be divided into two parts with a separate crank on each part.
The two cranks are fixed at right angles so that one may assist the
other over the dead centres. And in order that the coupling rods by
which these crauks are driven may not be unduly strained when
passing round curves the said rods are connected to the crank pins in
such a manner as to bring the centres of the crank pins in a straight
line. Each axle divided as stated is provided with extra bearings fixed

page_text: to a frame which is carried from one axle box to the other. The wheels
are also coupled by means of driving belts or bands working on self-
adjusting centres, so that no undue strain may be thrown on the driving
belts for conveying the power from one axle or shaft to another, either
as applied on railways or wherever power is required to be transmitted
from one piece of machinery to another. These pulleys or drivers are
connected to the axle or shaft by means of an universal joint centre,
which allows the axle or shaft to revolve freely at various angles whilst
the pulleys are working parallel to each other. The requisite parallelism
of the said pulleys or such driving gear as friction wheels, spur wheels,
excentrics, or other similar appliances for conveying power from one axle
or shaft to another is maintained either by the driving bands alone or by
means of side coupling rods. The universal joint or self-adjusting centres
are by preference constructed on the principle of a ball and socket, with
driving pins or studs to give motion to the pulleys, wheels, or other
suitable driving gear; or the axles or shafts may be driven by a pulley
spherical or partly so with a strap correspondingly formed. In order to
prevent the flat belts from slipping on the pulleys they are constructed
with eyelet holes protected with steel, into which work pins equidistant
on the periphery of the pulleys; or the same effect may be produced
by the use of clip pulleys or V-shaped grooved pulleys. By means of
these arrangements wheels with radial or articulated axles or bogies may
be coupled as required.
And my Invention, with reference to the retarding of the wheels of
carriages or vans on railways, consists in fixing to the axles thereof
a friction wheel, against which when the break is required to be applied
a bar is brought in contact, such bar being connected to a simple frame
which carries the break blocks, and in this manner the power is obtained
directly from the axle.
In order to reduce the power required to apply the breaks and thus
decrease the liability of unduly straining any of the working parts metal
bands or clips of sufficient length to embrace the greater part of the
periphery of the ordinary wheels either with or without wooden blocks
are used. These bands or clips are constructed with sufficient elasticity
either to put on the breaks or to release themselves and the break
blocks from the wheels. And in order to distribute the pressure equally
throughout I couple the said bands by means of rods connected to a
ring which is made partially to rotate loosely or independently round

page_text: the axial; or other suitable connections for distributing the pressure as
required may be employed.
The break apparatus is also constructed in such a manner that one
portion of the breaks may be at rest whilst the others are in action.
By this means the blocks by being changed at intervals may be prevented
from becoming overheated or injured by excessive and long continued
friction to which they are at present liable in descending long
inclines.
In order to allow the carriage springs to work freely when the breaks
are in action a bracket is employed which rests on each axle box
separately or may be fixed near the box to the springs, or a bar con-
necting one axle box to the other on the same pair of wheels may be
employed. To this bracket or bar is connected the break hangers or
slides, by which means not only is free action allowed to the springs,
but the break blocks may be connected to a single pair of radial
wheels.
Having thus stated the nature of the said Invention I will proceed to
describe more particularly in what manner the same is to be performed by
reference to the accompanying Drawings, in which are represented the
parts above referred to.
DESCRIPTION OF THE DRAWINGS.
The mechanical arrangement for driving the axles of locomotives or
carriages is illustrated in Figures 8, 9, 10, 11, 12, 13, 14, and 15.
It has been already attempted to couple the wheels of a train by means
of a belt, but nothing successful has hitherto been accomplished, owing
to the difficulty of working axles by means of driving belts, which axles
run at various angles to each other on rounding curves. By the employ-
ment of pulleys with a ball and socket or universal and moveable centre
this difficulty has been overcome, as will readily be seen on referring to
the several Drawings. The belts I employ are of great strength and bear
no comparison to the belts ordinarily employed; they are composed of
alternate layers of vulcanized india-rubber and steel wire gauze varying in
dimension, say, from twelve to twenty-four inches in width and half to
one inch in thickness. The strength of such belts is computed at from
thirty to fifty tons, or possibly more than this; and since not more than
from four to six tons could ever be transmitted through each belt, a very
wide margin is left.

page_text: Belts somewhat similar in construction, but of smaller dimensions, have
been manufactured, but owing to a want of elasticity (the property
essential for locomotive practice) were not looked upon with any degree of
favour.
The adhesion from so great a width of belt is practically sufficient, but
as the mere chance of any slip taking place should be avoided I employ
steel pins fixed in the circumference of each pulley. These pins are
carefully pitched as in spur gearing, and work into holes accurately
divided in the strap. Figures 13, 14, and 15 illustrate this arrange-
ment. Fig. 15 shews a section of driving pulley with a ball-and-socket
centrc. A is an ordinary axle with a spherical projection B in the
centre. The pulley C, C, is made in halves and bolted together. It will
easily be seen that a pulley so arranged would permit the axle to assume
any angle, as indicated by the dotted lines, and in order that the pulley
and shaft or axle should rotate together four driving studs D are equally
divided in the sphere. These studs are free to work in the slots, and
also are free to turn in the holes into which they are fitted. Fig. 14
is an elevation of Fig. 15, half of which is shewn in section through line
E, F; Fig. 13 is a plan of the arrangement as it would be in actual
operation, shewing the field through which the axles could pass from
A to B.
Fig. 9 shews another arrangement of pulley on the principle of an
universal joint. A is the axle or shaft; B, a wrought-iron boss keyed on
the axle; C is a wrought-iron ring working on the centre pins D, shewn
by the dotted lines; E is an outer ring on which work the belts;
this also has free motion in the centres, shewn again by the dotted
pins F. This pulley would work precisely the same as the one already
described.
Fig. 8 illustrates an ordinary six-wheeled coupled locomotive, shewing
the means of coupling the wheels of the tender by the driving belt G.
In the trailing axle is fixed an adjusting pulley, which drives by means of
the belt the trailing axle of the tender; this is again coupled to the leading
axle of the tender by means of side rods in the ordinary way.
Fig, 11 indicates a means of not only coupling the tender wheels, as
before described, but also for coupling the wheels of a bogie in front of the
engine; or the axle A might be a simple radial axle, either in the form of
a Bissell, Bridges Adams, or any other plan for giving a radiating motion
to the axle.

page_text: Fig. 12 illustrates a locomotive with two boilers on Fairlie's principle,
but instead of driving the wheels with four cylinders, two cylinders only
are employed, the wheels coupled by means of driving belts, as before
described.
The foregoing arrangements for coupling the wheels of locomotives and
carriages on railways by means of belts and pulleys may also be adapted
and applied to other wheels for the purpose of transmitting power from
one piece of machinery to another.
I will now describe my improved apparatus for retarding the wheels of
carriages or vans on railways.
.
Fig. 1 illustrates the application of an improved break, by which a more
powerful resistance is obtained by embracing the greatest part of the
circumference of the wheels. The break hangers A, A, are carried either
from the carriage body by means of spiral or other springs, or by preference
they are supported by the cross bar B, which passes from one axle to another,
as shewn in Figures 4 and 5. This arrangement keeps the break tackle
altogether separate and detached from the carriage, allowing the latter to
have the free action of its springs. The break hangers or clips may be
made of steel and bent to a much greater diameter than the wheel, and
afterwards forced into their present position and then coupled to the
connecting rods C, C, C, thus giving sufficient spring to release the break
from the wheels, or the reverse of this may be done by setting the
steel clips to a much smaller diameter than the wheel and then
coupling them as before. The breaks would then when released force
Hemselves on and the power would be required not to put on the
breaks but to take them off. The action of such breaks would be
instantaneous, and if the carriages by any accidental circumstance
became detached, or if the connecting chains were to give way, the
breaks would become instantaneously applied. An equal pressure
throughout the clip is maintained by coupling the break clip by means
of the connecting rods C, C, C, to the ring D, to which is attached the
pulling lever E. From this lever on the one side to the lever on the
opposite side is connected the rod F, Fig. 3, on to the centre of which is
fixed the loose pulley G; around this pulley passes the chain H, and
in the same way through each carriage to the van. It will easily be
seen that on tightening up the chain H from the van (the other end
being fixed) the breaks are applied. Fig. 16 represents the van with
the same arrangement of break. A is a small pinion wheel geared into

page_text: a larger wheel B, the shaft C passes through the floor, and on the bottom
part of this shaft the chain is attached.
Fig. 17 illustrates another method of applying the break; the chain
is here brought over the pulleys A, A, fixed to the carriage frame, then
passed under the pulleys G, G; by tightening the chain the pulleys
G, G, are elevated and cause the ring D to make a small part of a
revolution, and thus bring the break clip into contact with the wheel.
On to the steel break clip there is rivetted or otherwise fastened a shoe
of soft iron, which can at any time be replaced on the break clip, Fig. 2 ;
wood blocks are shewn.
Fig. 3 is a side elevation of Fig. 1. A, the break clip and hanger ;
C, the connecting rods; D, the loose ring; E, the pulley lever, cannot
be seen as the view is in the direction of the arrow; F is the pulley
bar coupling the two breaks on opposite sides; G, the chain pulley;
J is a continuation of the steel break clip working between the guides K,
which are fastened to the carriage frame.
Fig. 18 illustrates an arrangement for applying the breaks by means
of a through coupling rod or shaft, as at present employed. The con-
pecting chains A, A, are attached to the shaft B; on turning this shaft
the chains are wound round the steel clip C, and thus pull on the
breaks. The steel clip is shewn to a larger scale in Fig. 20; it is made
to fit by its own elasticity, or if necessary the grip may be increased by
the outer clip D, the pressure of which can be regulated by means of
a nut and bolt. The object of this steel clip is to provide for the
unequal wear of the break blocks and to prevent an undue strain being
thrown on the working parts. If the chains, rods, or other connections
were fixed direct to the shaft one block might be brought in hard
contact with the wheel, and the other break block some distance off
and doing no duty whatever; but by having the friction clips the rod
would turn within those clips which have already brought their
respective blocks into contact until the whole of the blocks throughout
the train are equally binding. The chains or connections may also be
arranged in such a manner that by turning the shaft B in one direction
half the blocks are applied and the other half withdrawn, and by
turning it in the other direction those blocks which have been applied
may be released, and the other half brought into contact. This is
accomplished by winding the two chains in the same direction on the
clip; or if a crank or connecting rod were employed the cranks would
be fixed at the same angles to each other. The motions being in opposite

page_text: directions one would be becoming released whilst the other was being
applied. This arrangement would be advantageous in descending long
inclines, and would prevent the blocks from becoming overheated by long
and continued friction.
Fig. 4 is an arrangement of break by which each carriage is made
to put on its own break by means of a friction wheel placed in the
centre of the axle. A, A, are the break hangers suspended and hinged
on the bracket B, which passes, as before described, from one axle box to
the other on the same pair of wheels. The friction plate C is brought
into contact with the friction wheel 1) by means of the bar E, on to
which the friction plate is fixed; when the two are brought into contact,
the bar E being connected to the frame D at the point F causes the
frame to which the break blocks are attached to advance in the direction
of its motion, so that if the axle were revolving, as indicated by the
arrow, the break blocks G, G, would be brought into contact with the
wheel, and if revolving in the opposite direction the blocks H, H, would
be brought into contact. The whole being in one frame and suspended
from the two points I, I, the blocks when relieved always swing clear
of the wheels. This feature in the arrangement may be applied without
the introduction of the friction wheel, and the power applied in the
usual manner.
Fig. 6 is a simple arrangement for suspending break hangers, so that
free action may be allowed to the carriage springs. A is a plate or bracket
placed on the axle box under the springs; B is a connecting rod from
which the break hangers are suspended, the extreme end of which rests
upon the plate C, which is firmly secured to the carriage frame. On
referring to Fig. 7 it will be seen that the carriage frame has free liberty
to move up and down with the break hanger, and has free motion to work
in the slide C. The curved arm shews how the connection may be brought
ou to the centre of the axle box, or a bracket might be bolted to the
spring.
The mode of suspending the break hangers, as illustrated in Fig. 4, is
applicable for radial axles, as the attachment is confined to one pair of
wheels and independent of the frame of the carriage.
Fig. 22 illustrates the mode of working frictional gear with a universal
joint or moveable centre. A, A, are the side coupling rods for keeping
the wheels parallel to each other. Spur and other gearing might be
driven in the same manner.

page_text: Fig. 23 shews a pulley partly spherical with the section of the driving
band, Fig. 24. A is the axle; B, the pulley; C, the shaft.
Having thus described the nature of the said Invention, and in what
manner the same is to be performed, I hereby declare that what I claim
as of my Invention is,-
First. The arrangement for conveying the power from the engine to the
tender or carriage wheels by means of centre cranks placed on axles in two
parts, as described.
Second. For an adjusting pulley or gear, which will allow the axles or
shafts to work at various angles to each other, as described.
Third. For a spherical pulley or one forming a part of a sphere, with
belts made to correspond, as applied to locomotives and railway carriages.
Fourth. For the arrangement of break block suspension so as to allow
the free action of the carriage springs as applied to a single wheel or pair
of wheels on the same axle, either fixed or radial.
Fifth. For the arrangement of a clip break which shall embrace the
greater part of the wheel's circumference, either with or without
elasticity, as described.
Sixth. For an arrangement by which one-half or a portion of the
breaks shall be at rest whilst the others are applied.
Seventh. For the arrangement of friction pulley and bar for each carriage
to apply its own break, as described.
Eighth. For the spring clips on the through coupling rods to com-
pensate for the wear of the break blocks, as described.
In witness whereof, I, the said James Livesey, have hereunto set
my hand and seal, this Twenty-seventh day of August, in the
year of our Lord One thousand eight hundred and sixty-eight.
Witness,
W. A. JACKSON,
8, Quality Court,
Chancery Lane, W.C.
JAMES LIVESEY. (L.S.)