IMPROVEMENTS IN AND RELATING TO APPARATUS FOR OPERATING OR CONTROLLING RAILWAY BRAKES BY ELECTRICITY
Year: 1881

page_text: LETTERS PATENT to William Robert Lake, of the Firm of Haseltine, Lake,
& Co., Patent Agents, Southampton Buildings, London, for an Invention of
"IMPROVEMENTS IN AND RELATING TO APPARATUS FOR OPERATING OR
CONTROLLING RAILWAY BRAKES BY ELECTRICITY." A communication from
abroad by Augustus L. Duwelius, Leonard W. Goss, Paget Higgs, Frank R.
Merrell, Hiram D. Peck, and Hugo Walter, all of the United States of
America.
PROVISIONAL SPECIFICATION left by the said William Robert Lake at
the Office of the Commissioners of Patents on the 31st December 1881.
WILLIAM ROBERT LAKE of the Firm of Haseltine Lake & Co Patent Agents,
Southampton Buildings London. "IMPROVEMENTS IN AND RELATING TO APPARATUS
FOR OPERATING OR CONTROLLING RAILWAY BRAKES BY ELECTRICITY." [A com-
munication from abroad by Augustus L. Duwelius, Leonard W. Goss, Paget Higgs,
Frank R. Merrell, Hiram D. Peck, and Hugo Walter, all of the United States of
America.]
This Invention relates to the application of electricity for operating the brakes
of railway trains and embodies various improvements designed to render the same
practicable and efficient. These improvements comprise the following features, that
is to say.
Combining, in such a manner as to be under the control of the engine driver, one
or more generators of electricity with storage batteries or other electric accumu-
lators and suitable connections with the brake actuating mechanism.
A method or system for circuiting the electro brake mechanism of a train of
railway vehicles, consisting in the employment of main conductors attached in
separable sections to each vehicle and forming, when connected, substantially
continuous electric-mains, with permanent cross-connections at each vehicle in which
the electro-mechanism of the brakes is interposed.
The construction and arrangement hereinafter described of electro-brake
mechanism by which the electro-magnetic force is applied.

page_text: In carrying the said Invention into practice I provide the locomotive engine with
a dynamo or inagneto inachine, to whose shaft is attached a rotary steam motor.
A storage battery is also attached to the locomotive. The particular construction
of the electric generator, its driving motor, or the storage battery need not be
described. Connections are made with a switch apparatus within convenient reach
of the engine driver or attendant. This apparatus is arranged to circuit the storage
battery completely or incompletely alternately with the generator or the brake
connections. Conductors of sufficient capacity, properly insulated, are employed to
connect the several parts and conduct the current as controlled by the switch; the
connections for transmitting the currents from the storage battery to the brakes
being provided with socket-coupling pieces, to form connection with the main
conductors, hereinafter described; these couplings may be of any convenient
form.
The system of brake circuiting is as follows-The conducting mains are attached
in sections corresponding in length with each vehicle, which sections have flexible
terminals, and are articulated by detachable or separable couplings with each other
and with the accumulator through the switch, forming, when connected, substantially
continuous conductors extending throughout the train for the outgoing and return
currents. Cross-sections are permanently placed at each vehicle between the mains
with the electro-brake mechanism (in the present case by electro-magnets) inter-
posed; thus forming what is termed a "multiple arc system of circuiting, the
advantages of which when applied to electro magnetic brakes on railway trains
are peculiar and important. One of the principal advantages thus secured lies in
the facility of maintaining the integrity of the system under all conditions of use;
since by simply coupling or uncoupling the sections of the conducting mains,
carriages may be added to or detached from the train without impairing the
circuit.
"
The construction of the said cross-sections which include the helices of the
electro-magnets, is such as to offer a greater resistance to the passage of the electric
current than the main conductors; hence the current passing first in the direction
of least resistance traverses one of the mains; practically supplying the helices,
equally, and returning by the other main. Other equally important advantages
will be apparent. It is not necessary to provide a return conductor as the cross-
sections may be "grounded" through the wheels and rails for the return current ;
and the metallic parts of the carriages, such as the draw-heads or couplers, especially
when connected by a continuous metallic draft-rod, may be employed as a conductor.
When not so connected the draw-heads or couplers may be electrically connected
by wires with " "guy-rods or other metallic parts intervening or interposed
between the draw-heads of a vehicle to form connection. It would be possible to
employ the iron parts of a vehicle for the outgoing conductor, and the metallic way
for the return provided they have no connection with each other but through the
aforesaid cross-sections, thus dispensing entirely with particular conductors without
departing from the spirit of the Invention.
25
و"
The electro brake mechanism as applied to the wheels consists substantially of
a rotating electro-magnet of cylindrical form, provided with flanges and centred
upon, or formed with, or as a part of, one of the rotating axles of the vehicle and a
"chain-armature" arranged to be wound upon the peripheries of the flanges. The
'chain-armature is hung by links or yokes to the axle, or to the projecting hubs
of the magnet and consists of bars held by short pivoted links at their ends at
equal distances apart and parallel to the axle. The bar nearest to the magnet bas
a limited centrifugal play in the yokes in relation to the magnet so as to remain,
normally, out of contact with the peripheries of the flanges, but within range of its
magnetic attraction; but when attracted and caused to adhere, the rotation of the
magnet draws the succeeding bars of the armature upon its flanges. The armature
terminates in chains wound upon a windlass to which the ordinary brake chain is
attached, the parts being so constructed and arranged that the draft upon the
armature is transmitted with increased power to the brake chains, and thence to the

page_text: brakes, in the usual manner. The magnet is preferably constructed in sections
which enables it to be fitted to the axle, and held together by bolts passed through
the over-lapping portions of the flanges; and is keyed to the axle in the ordinary
manner of attaching a drum to a rotating shaft. Connection is made with the
electrical conductors through loose collars in the usual manner of constructing
revolving connections for electric circuits. The chain armature may be modified,
however, as follows that is to say I provide a loose winding drum concentric with
and enclosing the electro-magnet. Within the drum and extending through radial
slots in the ends or heads of the same are bars corresponding in functions with the
bars of the chain-armature already described. These bars are arranged at equal
distances around the magnet so that when drawn against the peripheries of the
flanges by the electro-magnetic attraction of the latter, they cause the drum to
revolve with the axle. In this form of the apparatus the chains are attached to
the exterior of the drum and are wound upon it as it revolves. In practice the
weight of the drum is counter-balanced to avoid wear upon the axle by being
suspended on loose yokes embracing the lateral hubs of the drum, from the short
arm of a weighted-lever fulcrummed upon the truck frame or body of the vehicle.
The adjustment is made by means of a shifting or sliding weight upon the long arm
of the lever. The drum may be cast or otherwise formed in two or more parts and
held together by bolts; and the bars may be provided with springs arranged to hold
them normally out of contact with the flanges but permit their proper centrifugal
movement as before described.
According to a modification of my Invention the brake consists of two brake
shoes mounted preferably upon a wooden bar having a pivoted suspension from the
truck-frame or vehicle-body adjacent to the peripheries of the wheels. In this case
an electro-magnet or bar is arranged to extend from one brake shoe to the other
and is bent to form three sides of a rectangular parallelogram. Spurs projecting
longitudinally from the horizontal portion are the supporting pivots of the electro-
magnet and also of the brake. The helix is in two portions embracing the vertical
portions of the bar above the brake shoes. The extreme ends of the bar are bent
forward and set in the brake shoes terminating in truncated conical ends arranged
flush with the bearing surfaces of the brake shoes and insulated magnetically from
the material of the brake shoes. The brake shoe is constructed with a horizontal
recess at the rear to receive a connecting bar and the parts are held together by a
bolt passing horizontally through the bar and lateral ears upon the brake shoe.
The spurs may be dispensed with and the bar swung between and upon fixed
pivots arranged beneath the vehicle body. As a modification of this form of the
device the bar may be extended directly across from one brake shoe to its corre-
sponding member thus taking the place of the brake bar and the helix may also
extend continuously across said bar.
This Invention may be carried out in principle with various modified forms of
apparatus. For example each vehicle may be provided with a generator of
electricity operated by the rotation of the vehicle axles a storage-battery and
suitable connections constituting together an independent system but connected in
one general circuit under the control of the train attendants by means of conductors
similar to the main conductors herein before described, and suitable switch apparatus
actuated by an independent current. Such an arrangement although within the
spirit of this Invention, is not deemed desirable. It is also contemplated to place a
storage battery on the last vehicle of the train to be thrown into action as a substitute
for the storage battery upon the locomotive, in case of an accidental severance of the
train, suitable devices being provided to act auteinatically or by manipulation of
the train attendants.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Robert Lake in the Great Seal Patent Office on the
30th June 1882.
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London, "IMPROVEMENTS IN AND RELATING TO APPARATUS
FOR OPERATING OR CONTROLLING RAILWAY BRAKES BY ELECTRICITY."
A com-
munication from abroad by Augustus L. Duwelins, Leonard W. Goss, Paget Higgs,
Frank R. Merrell, Hiram D. Peck, and Hugo Walter, all of the United States of
America.
This Invention relates to the application of electricity to railway brakes and
comprises various improvements designed to render the same practicable and
efficient.
According to the said Invention I combine under the control of the engine-
driver or guard, one or more generators of electricity with storage batteries or
other electric accumulators, and I provide suitable connections with the brake-
actuating mechanism. I also provide means for circuiting the electro-brake
mechanism of a train of railway vehicles by the employment of main conductors
attached in separable sections to each vehicle, and forming, when connected,
substantially continuous electric mains, with permanent cross-connections at each
carriage in which the electro-mechanism of the brakes is interposed. The said
Invention also comprises the construction and arrangement of electro-brake
mechanism, by which the electro-magnetic force is applied, as hereinafter described.
In the accompanying Drawing,
Figure 1 represents a side elevation of so much of a locomotive as will serve to
illustrate one mode of carrying the said Invention into practice.
Figure 2 represents a plan of the framework of two contiguous railway cars or
carriages, shewing the draw-heads or couplings and other parts.
Figure 3 represents a side elevation of a swivelling truck of a railway carriage
with the said Invention applied thereto.
Figure 4 represents a detail view.
Figures 5 and 6 represent respectively a longitudinal sectional elevation, and
an end view, of a modified form of the chain-armature.
Figure 7 represents a sectional elevation,
Figure 8 an end view, and
Figure a horizontal section, illustrating another mode of carrying the said
Invention into practice.
In Figure 1 is shown part of a locomotive engine provided with a dynamo or
magneto electric machine A, to whose shaft is attached a rotary steam-motor B.
A storage battery or accumulator C is also attached to the locomotive.
The con-
struction of the electric generator, its driving motor, or the storage battery need
not be described.-Connections are made with a switch-apparatus D which is
placed within convenient reach of the engine-driver. This apparatus is arranged
to circuit the storage battery or accumulator C, completely or incompletely,
alternately with the generator or with the brake-connections. Conductors of
sufficient capacity, properly insulated, are employed to connect the several parts
and conduct the current as controlled by the switch; the connections for
transmitting the current from the storage battery to the brakes being provided
with socket-coupling pieces a to form connections with the main conductors, as
hereinafter described; these couplings may be of any convenient form.
The system of brake circuiting will be understood by reference to Figure 2, in

page_text: which E is the framework of a vehicle with the draw-heads or couplings F, the
electrical conducting mains G, the cross-sections H, and interposed electro-magnets I.
The conducting mains G are attached, (in sections, corresponding in length with
each vehicle, which sections have flexible terminals) and are articulated, by the
detachable or separable couplings a, with each other and with the accumulator C
through the switch D, forming, when connected, substantially continuous conductors
extending throughout the length of the train for the outgoing and return currents.
The cross-sections H, are permanently placed on each vehicle between the mains G,
with the electro-brake mechanism (indicated, in the present case, by the electro-
magnets I) interposed; thus forming what is termed a "multiple arc" system of
circuiting, the advantages of which, when applied to electro-magnetic brakes on
railway trains, are peculiar and important. One of the principal advantages thus
secured lies in the facility of maintaining the integrity of the system under all
conditions of use, since, by simply coupling or un-coupling the sections of the
conducting mains, carriages may be added to, or detached from, the train without
impairing the circuit.
The construction of the cross-sections H, which include the helices or coils of, the
electro-maguets, I, is such as to offer a greater resistance to the passage of the
electric current than is presented by the main conductors, hence, the current.
passing first in the direction of least resistance traverses one of the mains G,
practically supplying the helices or coils I equally and returning by the
Other important advantages will be apparent.
It is not necessary
other main.
to provide a return conductor, as the cross-sections may be "grounded" through
the wheels and rails for the return current; and the metallic parts of the carriages,
such as the draw-heads or couplings F, especially when connected by a continuous
metallic draught-rod, may he employed as a conductor. When not so connected,
the draw-heads or couplings may be electrically connected by wires f¹ with the tie
rods for other metallic parts intervening or interposed between the draw-heads
of a vehicle to form the desired connections. It would be possible to employ the
metal parts of a vehicle for the outgoing conductor, and the metallic way for the
return, provided they have no connection with each other but through the cross-
sections H, thus dispensing entirely with special conductors, without departing
froin the nature of the said Invention.
The form of electro-brake mechanism shown in Figures 3 to 6 consists
substantially of a rotating electro-magnet J of cylindrical form, provided with
flanges and centred upon, or forming a part of, one of the rotating axles of the
vehicle, and a chain-armature K arranged to be wound upon the peripheries of the
said flanges j. The arrangement is clearly exhibited in Figure 4. The chain-
armature, K, is hung by links or yokes to the axle, or to the projecting hubs of
the magnet J, and consists of bars held, by short pivoted links at their ends, at
equal distances apart and parallel to the axle. The bar nearest to the magnet J
has a limited radial play in the yokes in relation to the magnet J so as to remain,
normally, out of contact with the peripheries of the flanges ; but within range of
their magnetic attraction; when attracted and caused to adhere, the rotation of
the magnet draws the succeeding bars of the armature upon its flanges. The
armature terminates in chains wound upon a windlass L to which the ordinary
brake chain m is attached, the parts being so constructed and arranged that the
draught upon the armature is transmitted with increased power to the brake-
chains m, and thence to the brakes, in the usual manner. The magnet J is
preferably constructed in sections, which enables it to be fitted to the axle, and
held together by bolts passed through the overlapping portions of the flanges, and
it is keyed to the axle in the ordinary manner of attaching a drum to a rotating
shaft. Connection is made with the electrical conductors by means of the loose
collars n in the ordinary manner of constructing revolving connections for electric
circuits. The chain-armature may be modified, however, as shown in Figures 5
and 6. According to this modification I provide a loose winding drum M, con-
centric with, and enclosing, the electro-maguet J. Within the said drum and

page_text: extending through radial slots in the ends or heads of the same are bars ³,
corresponding in their functions with the bars 2 of the chain-armature above
described. These bars are arranged at equal distances around the magnet J, so
that, when drawn against the peripheries of the flanges ; by the electro-magnetic
attraction of the latter, they cause the drum M to revolve with the axle. In this
form of the apparatus the chains are attached to the exterior of the drum and are
wound upon it as it revolves. In practice, the weight of the drum is counter-
balanced, to avoid wear upon the axle, by being suspended, in loose yokes
embracing the lateral hubs or trunnions p of the drum, from the short arm of a
weighted lever having its fulcrum upon the truck frame or body of the vehicle.
The adjustment is made by means of a shifting or sliding weight upon the long
arm of the lever. The drum M. may be cast or otherwise formed in two or more
parts and held together by bolts; and the bars may be provided with springs
arranged to hold them normally out of contact with the flanges ; but to permit
their proper radial movement.
In Figures 7, 8, and 9 are shown the details of another method of carrying the
said Invention into practice. In this case the brake consists of two brake shoes P
mounted preferably upon a wooden bar or beam Q having a pivoted suspension
from the truck frame or body of the vehicle adjacent to the peripheries of the
wheels. The electro-magnet or bar R is arranged to extend froin one brake shoe
to the other and is bent to form three sides of a rectangular parallelogram as
shown in Figure 8. Spurs projecting longitudinally from the horizontal portion,
are the supporting pivots of the electro-magnet R and also of the brake. Two
helices or coils h embrace the vertical portions of the bar R, above the brake-shoes.
The extreme ends of the bar R are bent forward, and set in the brake-shoes P,
terminating in truncated conical ends arranged flush with the bearing surfaces of
the brake-shoes and insulated magnetically from the material of the same. A
convenient mode of constructing and fitting the parts is shown in Figures 7 and 9.
The brake-shoe is constructed with a horizontal recess at the rear to receive the
connecting bar and the parts are held together by a U-shaped bolt 8, passing
horizontally through the bar Q and the lateral lugs t upon the brake shoe P.
The spurs r may be dispensed with and the bar R swung between and upon fixed
pivots arranged beneath the body of the vehicle. As a modification of this form of
the device, the bar R may be extended directly across from one brake shoe to the
corresponding one thus taking the place of the brake-bar Q, and the helix or coil
may also extend continuously around the said bar throughout its length.
The operation of the Invention in its several features has been herein before
sufficiently indicated; but the Invention may be carried out in principle with
various modified forms of apparatus. For example, each vehicle may be provided
with a generator of electricity operated by the rotation of the axles, a storage-
battery, and suitable connections, constituting together an independent system, but
connected in one general circuit under the control of the engine-driver or guard by
means of conductors similar to the conductors G above described, and suitable
switch apparatus actuated by an independent current. Such an arrangement,
although within the scope of the said Invention, is not deemed desirable. It is
also contemplated to place a storage battery on the last vehicle of the train, to be
thrown into action as a substitute for the storage battery upon the locomotive, in
case of an accidental severance of the train, suitable devices being provided to act
automatically, or otherwise.
Having thus fully described the said Invention as communicated to me by my
foreign correspondents, and the manner of performing the same, I wish it understood
that I claim :-
First The combination, with the above described mechanism for operating and
controlling railway brakes, of a magneto or dynamo electric machine or other
electric generator, the electric accumulator or accumulators arranged upon the
locomotive or other vehicle, and suitable connections, all under the control of the
engine-driver or guard substantially as set forth.

page_text: Second: In combination with apparatus for operating and controlling railway
brakes by electricity, the conductors, or conducting wires arranged so that each
electro-magnet for operating the brake-mechanism is in a circuit derived from the
main conductors, substantially as, and for the purposes, set forth.
Third In combination with the above described electric brake apparatus, the
means for obtaining conductors for the outgoing and return currents by the
utilization, combined or separate, of the metal work of the vehicle and the metal
permanent way, substantially as set forth.
Fourth In combination with the above described electric brake apparatus, a
storage battery or accumulator provided on the final or end vehicle as a safety
appliance in case of accidental severance of the train, substantially as set forth.
Fifth In combination with the above described electric brake apparatus, the
detachable, or separable socket couplings, substantially as set forth, and for the
purpose specified.
Sixth In combination with a spool magnet secured to, and revolving with, the
axle of a railway vehicle, a chain-armature, consisting essentially of one, or more
connected bars adapted to be drawn by magnetic attraction to the peripheries of
the spool flanges, and suitably connected with the brake mechanism to actuate the
same, substantially as set forth.
Seventh-In an electro-magnetic brake apparatus, a spool-magnet adapted to
be secured upon, or to form a part of, and to revolve with, the axle or other
shaft, and provided with flanges whose peripheral faces are the contact surfaces for
the armature, which is composed of one or more bars arranged parallel to the axle,
and normally out of contact with the magnet, but capable of being drawn by
magnetic force thereto and caused to revolve therewith, all substantially as, and for
the purposes, set forth.
In witness whereof I the said William Robert Lake have hereunto set my
hand and seal this Twenty ninth day of June in the year of our Lord
One thousand eight hundred and eighty two.