Year: 1887

page_text: Date of Application, 15th Feb., 1887.
Specification Accepted, 15th Mar., 1887.
I, GEORGE FRANCIS CARD of Covington in the County of Kenton in the State of
Kentucky United States of America. Electrical Engineer do hereby declare the nature
of this invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
This Invention relates to the general class of devices whereby at any instant of time,
the momentum of a moving railway train may be utilized to retard or stop it, and my
present improvements belong to that form of such devices in which a series of Electro-
magnets in a metallic circuit coterminous with the train (or with so much of it as it may
be desired to include within the brake circuit) is employed to liberate for action a
suitable system of brake chain windlasses, the mechanism being capable of either
automatic action or of being controlled by an officer of the train, as the exigencies
may determine.
My system comprises a normally closed metallic circuit whose couplings between
the several component vehicles of the train are such as, when joined, to present
insulated conduits for the outgoing and returning currents respectively and such as
when separated, to automatically complete the circuit at the point of rupture on each
separated portion. The specification includes a description of such coupling.
Such circuit further includes two distant storage-batteries of equal but oppositely
directed Electr-motive forces, causing a condition of Electrical equilibrium and con-
sequent inaction in the normal condition of the circuit.
My said circuit includes, on each vehicle composing the train, a customary or any
suitable electro-magnetic apparatus adapted to dominate the brake mechanism proper
of each individual vehicle. The Specification describes a form of such apparatus, such
as preferably employed by me.
Each battery, in my system, is accompanied by a current regulating apparatus,
whose construction is such as to enable discretionary brake action of an unbroken
train and such also as to cause the brakes on each portion of an accidentally separated
train to be automatically set and yet to be capable of subsequent regulation or with-
drawal by a train man on such separated portion.

page_text: In the most complete form of my Invention, a self-acting rheostat operates by
interposition of resistances in the circuit, to automatically eliminate any current in
excess of what may be required for the number of brakes which are for the time being
included in the circuit, whether on an entire train or on separated portions subject to
the automatic brake action spoken of.
In existing brake operating devices of this kind the object has been customarily
accomplished through a counter-stress upon the system of weighted brake-levers
brought about by direct action of the electro magnetic armature which has consequently
required considerable amplitude of stroke necessitating a corresponding expenditure
of current force. In such arrangements the normal condition of the magnetic apparatus,
corresponding to absence of brake action, is customarily one of activity; in my
Invention on the contrary the Electro-magnetic force operates through intermediate
mechanism in such a manner as to require a very slight shift of the armature, and the
drafts upon the magnetic energy are made exclusively during the comparatively brief
periods of actual brake action.
The construction of my electro-magnetic brake couplings is such that by the mere
act of bringing their parts together, the circuit is made co-extensive with the train
and said construction is further such, as in event of separation of the train, or of any
brake coupling, to automatically complete or close the circuit for each portion of the
train at the point of separation on the half of the coupling which remains attached to
it, and to enable the full strength of the current on the separated part to flow from its
source of electric energy around the thus newly-formed terminus and back again to its
said source.
In order to give instant notice of such new conditions so as to warn the Engineer
to bring his, now shortened brake circuit, to the desired normal resistance, and the
conductor or other officer in charge of the separated rear portion to put the battery in
communication with the brake system on his portion of the train, and, if occasion
require, to set his brakes-cach end of the train may have a sounder which such change
of conditions automatically brings into action. This mechanism may be so contrived
as to automatically give instant warning of any variation of resistances, whether of
increase, as by lengthening of the train, or of decrease, as by shortening or separation
of it, or by cutting one or more cars out of the brake circuit.
The present form of my Invention is more especially designed and is here illustrated
as adapted for use on freight trains.
*
The expressions, rear car and "ca-boose," in this Specification merely mean that
vehicle of the train which for the time being contains the train-man's battery and such
expressions do not necessarily imply the rear-most vehicle of the train.
In the accompanying Drawings
Figure 1 is a diagrammatic representation of my circuit System in its normal
condition, that is to say, closed but inactive, being charged with two Electro-motive
forces in equilibrium.
Figure 2 represents the same System with current started for moderate brake action.
this condition having been brought about by a displacement of the Engineer's
regulator-arm, which while sufficient to have cut out the neighbouring battery and
automatic rheostat has been so slight as to leave all the discretionary resistance in circuit.
Figure is a like diagram designed to represent the conditions which take place on
the respective portions of a separated train. The circuit is here shewn automatically
closed at the ruptured ends of each portion so as to permit flow of battery current and
consequent brake action on each portion. The figure shews that, subsequent to such
separation, the regulator-arm of the right-hand portion has been so shifted by the
engine-man as to throw several resistances in circuit and to thus moderate the
brake action.
For simplicity of illustration, the above diagrams represent a train of only three
vehicles including the locomotive.
In each diagram the gravitating racks of the automatic rheostat are shewn, dropped
to a position which introduces resistances in inverse ratio to the number of cars
included in the circuit,

page_text: Figure 4 shews the regulator-arm in juxtaposition with the moperative contact plate.
Figure 5 is a part sectional elevation of one of the two current regulating apparatus
(of identical construction).
Figure 6 is a vertical Section of ny current-regulating apparatus at its upper part,
the regulator arm being shewn in position for brake action.
Figure 7 represents parts of my duplex switch in perspective.
Figure 8 is a Section on the line 8-8 of figure 5.
Figure 9 is a partially sectioned top view of my Electro-magnetic brake-setting
mechanism in its normal or inactive condition.
Figure 10 is a partially sectioned top view of the Electro-magnetic clutch and
windlass in their active condition.
Figure 11 is a transverse Section through the Electro-magnets.
Figure 12 is a Section on line 4-4 in Figure 9.
Figure 13 represents by side elevation a portion of a car body, and in Section one
of the axles thereof provided with my brake-setting apparatus.
Figure 14 is a side elevation of the hand lever of said apparatus.
Figure 15 represents one member of my Electric coupling in perspective.
Figure 16 shews my coupling in its detached condition one member being represented
by axial Section and the other member by side elevation.
Figure 17 is an axial Section of my coupling in the closed condition.
Figure 18 is a side elevation of my Electric coupling, between the locomotive and
the foremost car or between any two consecutive cars.
2 represents a normally closed metallic circuit which includes, at remote portions of
it, two storage batteries I, 1ª of identical species and number of elements and of equal
electro-motive force.
These batteries are so placed in the circuit as (in its normal condition, see figures 1,
5 and 7) to put their Electro-motive forces in opposition, with consequent electrical
equilibrium and inaction.
The circuit wires are connected up from car to car by line couplings, such as, when
joined, afford insulated conduits or conductors for the outgoing and the returning
currents respectively, the construction of said couplings being such that separation
causes automatic completion of circuit at the point of rupture on each separated portion.
The couplings may have any construction that will secure discharge of the above-
stated functions, such for example, as the construction hereinafter shewn..
The different positions of the couplings are indicated at a, a', in which a indicates
joined couplings, and a¹, a separated coupling.
The said circuit, on either its outgoing or its return line, communicates with a series
of Electro-magnets of which one is placed on each vehicle and dominates its brake-
setting mechanism.
The magnets and brake-setting mechanism may have any construction that will
secure discharge of their appropriate functions, such, for example, as the construction
hereinafter shewn. The circles marked " brake-magnets are intended to indicate
the positions of such magnets in the circuit.
My Electro-magnetic system is applicable to brake-setting mechanism, having the
customary means of applying the brakes by hand and which means may therefore be
retained unchanged on trains provided with my Invention.
Associated with each battery is a group of devices constituting my current regulator,
which enable the potential energy of one or other battery to be liberated for brake
action by withdrawal, for the time being, of the opposing battery. These regulators,
being of identical construction, description of one will apply to both.
My said current-regulators each comprises a board or stand 4, having pivots 5, 6
and 7, for three arms, 8, 9 and 10, of which arm, S, is my "regulator arm of the
combined switch, cut-out and rheostat 11, and of which 9 and 10 constitute the arms
and 12, the non-conducting link of my duplex switch 13. Stops 14, 14¹, deter-
mine the distance to which the duplex switch can be vibrated. One extreme of such
vibrations is seen in Figures 1, 2, 5 and 7, and at the left of figure 3, the other
extreme is seen at the right hand of said figure 3.

page_text: Secured to the stand 4, in an are concentric with the pivot 5, is a groove of
insulated contact plates of which plate I (being that next to the left end plate of the
group) is inert having no electrical communication with either of the other plates nor
with any other member of the circuit.
Plates II and III (occupying the extremities of the are have direct electrical
communication with each other and with the line, and consecutive electrical commu-
nication through resistance coils VIII, IX, X and XI, with the remaining contact
plates of the group to wit; plates IV, V, VI, and VII.
The
For simplicity of illustration, seven contact plates only are here shown.
number of such contact plates in actual use will be such as to secure the desired
graduation of brake-action, for all possible cases.
The regulator arm 8, has a slide 8 whose contact with the plates is maintained by
means of a spring 811.
The office of the plate I is simply to enable easy passage of slide 8 from one to
the other of the plates on each side of it and, except for this object, the plate I might
be omitted and its place occupied by a space of sufficient width to completely break
circuit whenever the regulator arm occupies the position shown in Figure 4.
Portions 81, 8%, of arm 8, operate as rests or places of alternate impact for
contact springs 91, and 10', that project from the respective arms 9 and 10.
Said arm 8 has also a narrow resting place 8 for impact of the said spring 101
when the parts occupy the relative positions shown in figures 1, 5, and 7, and on the
left hand portions of figures 2, and 3.
The regulator-arm 8, serves to complete the circuit through one or more of the
group of contact plates with springs 9, and 10', alternatively.
The pivot 6, has electrical communication with the positive terminal of the neigh-
bouring storage battery.
The negative terminal of said battery communicates with pivot 7.
To enable self adaptation of the device to trains of diverse resistances, communica-
⚫tion with the said pivot 7, is made through an automatic rheostat 3, of the following
construction.
The wire from said negative terminal is convoluted to form helices of an electro-
magnet 16, which communicates with fulcrum 17, of retractile armature 18, which
armature is norinally held aloof from the magnet poles by an adjustable spring 19.
The armature 18, has a ratchet tooth 18 that normally engages with one of a
series of like teeth 20' of a gravitating rack 20 which is by this means, both upheld
by and placed in electrical communication with, said armature.
Extending laterally from the rack 20 is a contact spring or slide 20" which places
said rack in electrical communication with one or other of a series of insulated
contact plates 21, that communicate in the manner indicated by dotted lines in
figure 5, through a series of interposed resistance coils 22 the upper right hand one
of which and the uppermost contact plate have direct electrical communication with
the stud 7, of arm 10.
The yielding character of the impact of the rack 20 with the armature 1.8 and the
ratchet form of their teeth make it possible to restore the rack at any moment to its
elevated normal position while in contact with the armature, by the simple act of
lifting the rack.
A handle 23 by which the armature 18, may be disengaged from the rack 20
enables the person in charge to assure himself of the working condition of the rack
by momentary withdrawal of the armature so as to liberate the rack to drop in its
guides and also enables the elevation of the rack to normal position without rubbing
of the ratchet teeth.
By means of the device 3, the resistance of the circuit is kept constant automa-
tically, whatever number of cars carrying brake magnets be added to or substracted
from the train. For example, referring to figure 2, in which the brake magnets of
the locomotive and two cars are represented, it will be seen that the rack 20 is placed
against the third contact plate from the bottom, thus cutting out two of the resistance
coils. If one of the cars be removed from the train and the resistance of the circuit

page_text: thus diminished by the abstraction of one set of brake magnets, the increased
current passing around the electro-maguet 16, will over balance the action of the
spring 19, on the armature IS and by oscillating said armature, will allow the
rack 20 to drop one tooth, bringing its contact spring 20" into engagement with
lower contact plate, with the effect of throwing another resistance coil into the circuit.
Should however one or a number of cars be added to the train, the operator has
simply to restore the rack 20, to its uppermost or normal position and then let go of
it, when the rack will drop to its proper new position as much higher than its former
one as corresponds to the increased brake resistance. In other words, for a shortened
train, the device 3, is absolutely automatic, requiring. no attention whatever, while
for a lengthened train it is equally automatic after performance of the simple act of
re-elevation of the rack 20 to its normal position. Furthermore, should the operator
be in doubt, he can at any instant, secure proper self adjustment, and at the same
time, inform himself of the present condition of the train, by a momentary elevation
of the rack as above stated.
If now
A pointer 24 capable of being shifted up or down so as to stand opposite one of the
series of contact plates 21 may be placed by the operator opposite the plate whose
number corresponds to that of the cars constituting the train when made up.
the rack 20 be elevated to normal position just before a brake action, passage of
current through the rheostat 3 will drop the rack to a point at which its indicator
slide 20 will stand opposite that contact plate whose numeral corresponds with the
present number of vehicles in the brake circuit. If no change has been made in
the train, the slide 20" will stop immediately opposite the pointer 24. If cars have
been added since the making up of the train, the slide 2011 will stop above and if cars
have been abstracted from the train or cut out of circuit, the said slide will stop below
said pointer.
The device 3 constantly serves to automatically regulate the current of the electro-
magnetic brake-setting mechanism to conform with the requirements of the number
of brakes that may be at any one moment included in the circuit and it also discharges
the functions of an indicator or annunciator by which the operator becomes advised
of any change in the train.
The various applications of the above-described apparatus will be obvious to a
brake-man, for example, in the normal condition indicated in Figures 1,5 and 7, in
which both regulator arms occupy their extreme left positions, the electrical forces
being in equilibrium and consequently inert, no brake action occurs. The entire
series of brakes may however he simultaneously applied with any desired promptness
and force, by an operator either on the locomotive or on the rearmost car. Figure 2,
shows a condition of the apparatus which secures such brake action.
In this figure
(at the right hand side) the regulator arm which is under the control of the engine-
man is seen to have been shifted to the contact plate VII, relieving. said arm from
contact with the spring 101 and thus cutting out the nearer battery I. The same
shift brings the part of said arm in contact with the spring projection 9¹ of the
arm 9. This impact of spring 91 and arm 9, puts the distant battery 1ª again in a
closed circuit but a circuit which is free from the antagonism of the now eliminated
battery. This of course operates to liberate for action, the current of battery 1",
which accordingly, traverses the circuit in the manner indicated by arrows in said
figure 2, and energizes the brake magnets.
When the operating auxiliary arm occupies the position shown by strong lines at
the right hand portion of figure 2, the entire series of discretionary resistances VIII,
IX, X, XI, are in circuit. Such position of the regulator arm does little more than
take up the slack of the brake-chain and put the apparatus in condition for prompt
and effective action. Should now the engine-man desire to simply slow down the
train, he cuts out resistance coil X1, by shift of the regulator arm to contact-plate VI.
Should he desire to bring the train slowly to a stand-still, he shifts the arm further to
the right, for example, to contact-plate V. If the emergency be such as to demand a
halt of the train with the utmost promptitude, the engine-man shifts the arm to the

page_text: extreme right
so as to cut out all of the optional resistances. This extreme position
of the arm is shown by dotted lines on right-hand portion of figure 2.
Having described the operations of my device on an unbroken train, I now proceed
to explain its actions on the two parts of a train which have become separated from
any cause.
Should the train become accidentally separated, the distinct and unopposed circuit
of each battery is closed at the points of rupture (as represented at a figure 3) and.
automatically initiates brake-action on its portion of the divided train.
At the instant of separation the regulator arm on each separated portion must occupy
of course the extreme left position for consequent prompt and effective brake-action.
This action may, after separation be modified by shifting the duplex switch 13, to its
extreme right position and the regulator arm 8 to a position that will introduce one or
more resistances into the circuit, for example, to contact plate V, so as to include
resistances VIII and IX, as shown on the right hand portion of figure 3.
Movement of the regulator arm leftward as for example, to plate VI or to plate VII,
operates to still further reduce brake action.
Finally a shift of the said arm to the inert or "dummy" plate I, as shown in
figure 4, instantly ruptures the circuit and releases the brakes on that portion of the
separated train.
In actual use however, it of course often happens that a train is purposely separated
and when this occurs, automatic brake action is sometimes not desired. In such cases,
the regulator arm should be shifted to the inert plate I before uncoupling of
the train.
The fact that there is comparatively abundance of room on the caboose and that
application of brakes on my system will generally be by the engine-man by cutting
out his own battery so as to utilize that in the caboose it will usually be desirable that
the capacity of the caboose battery be considerably the greater of the two, although
the desired equality of electro-motive force will make it necessary that both
batteries be of same species and have the same number of cells in tension.
Such greater capacity will fit the caboose battery for prolonged efficiency notwith-
standing its comparatively frequent use.
Should the caboose battery give out, the engine-man has merely to notify the train-
man of the fact by any customary signal and to restore the locomotive battery to
circuit. If then the signal is given to apply brakes, that duty will devolve on the
train-man who will proceed accordingly to bring the locomotive battery into play-by
removal from the circuit of the opposing force of that on the caboose.
A train provided with my circuit system may be made to include one or more
foreign" cars, for example, the regulating arm of the controlling mechanism on the
locomotive, having been placed on the inert plate I as shown in figure 4, the train is
then separated so as to close the circuits at the points of rupture, as represented at a
figure 3. Any number of "foreign" cars may be then introduced at the point a¹ and
be mechanically coupled into the train. Should now either the engine-man or the
conductor desire the application of the brakes he will so signal and then each will,
having recourse to the manipulations previously described, apply the brakes on his
section of the train.
Practical tests with a circuit system as above, show that any slight discrepancy of
electro-motive force in the two batteries tends to self rectification by current setting
in from the battery of higher to that of lower potential so as to promptly produce the
desired equilibrium.
I am aware that the expedient of placing two sources of electricity in opposition in
a single closed electro-magnetic circuit is much older than any existing patent, as for
example, in differential galvanometers. Such expedients therefore being public property
no claim is here made broadly thereto.
I am further aware that it has been proposed to apply two such opposed sources in
a closed electro-magnetic brake-circuit, but the arrangements of parts in such devices
have so far as known to me, been only such as to be operative by a reversal of one of

page_text: the opposed currents so as to unite both in tension and, of course draw electric force
from both sources simultaneously.
My system of electro-magnetic circuit, on the contrary, although employing the
familiar expedient of two electrical sources which are normally in opposition, is
radically different from brake systems such as above referred to, in that its construc-
tion and arrangement are such that, under no circumstances can both batteries be
used simultaneously either in series or otherwise and that either can be made available
only by exclusion, for the time being, of the other whose force is thus held in abeyance
for independent use as hereinbefore explained.
The electro-magnet and associated friction-clutch and brake-chain windlass
mechanisms preferably employed by me are as follows:-
A, B, and C, Fig. 13 may respectively represent a portion of the body, an axle, and
one of the attached wheels of said axle of a railway car.
D is a sprocket-wheel fastened to the axle and connected by an endless chain E with
a similar wheel F, fast on a shaft G which is journaled exially in a cylindrical box or
housing H firmly bolted to the underside of the car body. The journal bearings of
said shaft G are formed in a block Figs. 9, 10, & 11 (preferably of vulcanized
rubber) and a bracket both rigidly secured to the head or end-plate " of the
cylinder H, said bracket being so shaped as to form a semicircular shell or shield
which partially encloses the sprocket-wheel F and retains the chain E thereon, while
permitting of a limited longitudinal movement of said wheel with its attached shaft G.
Journaled in the other end plate 4 of the cylinder H and in a bridge rigidly
secured to said end-plate, is a short shaft. I in alignment with the shaft and carrying
a sprocket-wheel which, by means of an endless chain K has driving connection
with a sprocket-wheel L fast on the windlass-shaft M. which is journaled in lugs h of
the cylinder-heads. To this shaft is attached the brake-chain N which connects
with, and operates any customary or approved system of brake-levers and brake shoes.
Within the cylinder H and fastened to the ends of the shafts G and I respectively,
are corresponding male and female friction cones or heads 0, 0, which a slight
longitudinal shift one way or the other, of the shaft G, throws into or out of contact,
so as to establish or break clutch-connection between the shaft G and I. If the train
is running when such clutch connection is established, the motion of the axle B, will
be transmitted through the train of sprocket wheels, chains the shafting D, E, F, G,
I, J, K, L to the brake-chain windlass M which will thus be caused to wind up the
brake-chain N and to set the brakes.
For producing the clutching or unclutching longitudinal shift of the shaft G, I
provide two independent mechanisms videlicet,
First. A system of levers and connecting rods which may be operated by a brake-
man or a yardman on or beside the car.
Second. A device which is operated by the rotation of the shaft G and whose action
is controlled through the agency of an electro-magnetic circuit, by the engineer or
other officer of the train, who can thus set all the train brakes simultaneously.
י{
111
P is a bent lever, pivoted to a hanger at p, from the car body. A fork p¹ on one
arm of this lever engages in a groove g of the clutch shaft G. A spring Q
attached to the other arm of said fever tends to hold the latter in the position
shown in figure 9, so as to separate the friction cones 001. The arm is connected
by rods R, interposed spiral spring S, bell crank and rod R with a hand lever T
secured to the end of the car at such a height as to be conveniently handled by a
person on top, or along side of the ear as may be desired. A catch on this hand
lever is capable of engaging in any of the notches u in a segment rack U. By lifting
the lever into the first notch the cones 0 0', are brought into contact, and by lifting
it into the succeeding notches the tension of the spring S may be increased so as to
hold said cones together with any desired pressure.
A. serrated boss, hub or projection o of the conical head is, by the action of
springs VV held in close contact with a correspondingly serrated hub W (see Fig. 10)
capable of revolving freely upon a sleeve X which can slide endwise on shaft G but is
held from rotating thereon by a spline or feather . The hub W bears against a

page_text: flange or shoulder of the sleeve X and the latter bears against the face of the
block h.
If now the hub W were by any means, to be arrested in its rotation, the continued
rotation of the head O would cause its serrations to rise or "ride" upon those of the
hub, and would compel an end wise shift of the head O and its attached shaft G,
thereby bringing said head into contact with the female friction cone O¹ with greater
or less pressure according to the force of arrestation of the hub W.
Such retardation or arrest of said hub is accomplished through the instrumentality
of one or more electro-magnets Y which are fastened (preferably in a circle concentric
with the shaft G) to the end plate of the cylinder H.
Z is an iron ring which when the magnets are energized, discharges the functions
of an armature thereto. Pius or studs on this ring occupy orifices in a flange w
of the hub W and compel co-rotation of said ring and hub.
Light springs upon the hub W serve to hold the armature Z with a uniform
slight pressure upon and in constant juxtaposition with the magnet poles, without
producing such pressure thereupon as to cause sensible retardation of rotation of said
armature or of the coupled hub W, when no current is passing through the magnet
coils. This arrangement permits considerable wear of the parts.
The instant however, that the magnets become energised by the passage of such a
current, the armature Z is strongly attracted to the magnet cores and the resultant
friction operates to retard the armature Z and the hub W to an extent proportional to
the strength of the applied current.
This detention of the hub W operates as previously explained, to bring the head O
against the female cone-head 0, which latter is thereby rotated so as, through the
sprocket-wheels J and L and chain K, to drive the windlass M. which winds up the
brake-chain N until the, friction between the cones 0, 0¹, is no longer sufficient to
overcome the tension on the chain N due to the brake friction, after which the cone O
merely slips on the cone O¹, the brake friction remaining constant. The cone friction
and hence the brake action is proportional to the strength of the applied current.
The object of the sleeve X with the flange is to prevent contact of hub W
with the stationary bearing or abutment, without opposing the rotary and end wise
motion of said hub with respect to the shaft G. But for the interposition of the
sleeve-flange the severe back pressure of the engaged cones would cause the hub W
to be retarded by its friction against the abutment and would thereby cause the
serrations of the hub and the head O to bind or jam on one another to an extent that
would interfere with the regulation of brake action and with the self releasal of the
clutch when the current is stopped. With the hub W bearing against the rotating
sleeve-flange there is no tendency to retardation of said hub except that arising
from the friction of the armature ring Z against the magnets Y, and this friction is
not affected by the back pressure from the clutch, for said ring Z is free to move
end wise with respect to the hub and the only pressure upon the ring besides that due
to the magnets Y, is the constant pressure produced by the spring
..
1, may represent any suitable source of electricity such as a storage battery or a
dynamo-electric machine. 2 may represent a metallic circuit extending throughout
the length of the train and including said source of electricity and also including a
rheostat 3 whereby the person in charge may regulate the resistance of, and hence the
current in, the said circuit, and thereby vary as desired the magnetic strength of the
groups of magnets which are included in said circuit. 4 represents a cut out
switch to enable exclusion of any individual group of electro magnets Y from the
circuit 2. The portion of the friction cone O which comes in contact with the female
cone Ois preferably of vulcanized fibre or some other tough and somewhat yielding
material, so as to give a smoother friction and a tighter grip.
The magnets Y being stationary, loss of currents due to sliding contacts is avoided.
The cylindrical hanger and housing H being rigid and dust-tight, the clutch members
are kept in perfect alignment, and together with the magnetic apparatus, free from
dirt and moisture.
The portion of the windlass-shaft M to which the brake chain N is attached is

page_text: preferably enlarged, and shaped so as to form a fusee m with right and left hand
spiral grooves m³, m", one or other of which according to direction of winding,
receives and guides the chain. In winding up the chain this enlarged fusee quickly
take up the slack of said chain and its attached levers, and then as the chain winds on
the shaft itself, it is drawn more slowly, but with greater force, while the brake-shoes
are being brought into action.
For securing electrical communication from vehicle to vehicle, when on an entire
train or on a separated portion of a train, any suitable doupling devices may be
employed as, for example, shown in figures 15, 16, 17 and 18.
The two halves of the coupling being of identical construction, description of one
half will serve for both.
2 P may represent a portion of the brake-circuit wire which conveys the outgoing-
current, and N may represent a portion of the brake circuit wire which conveys the
returning current.
A shell 36-preferably of the represented notched form 70 at its mouth-has
attached to its indented side a lip 71, whose longitudinal slits 72, enable it to receive
the salient portion 73, of the opposing half of the coupling and to embrace it so
tightly as to insure electrical connection and to prevent accidental separation from any
force less than that of uncoupling of the two vehicles.
The bared ends of the two wires 2 P and 2 N of the brake circuit, are brought into
intimate metallic contact, by soldering or otherwise, with springs 74, 75, which are
separated from one another by insulating plate 76, of vulcanized fibre or other suitable
non-conductor, which is fastened to spring 74 by a screw 77 that also serves as a
contact point for the spring 75 of the opposing half of the coupling in the joined
condition thereof.
These springs are by preference, given the form respectively here shown, that is to
say, spring 74 is bent somewhat abruptly outward, then more gradually and for a
greater part of its length inward, and terminates in an outcurved lip 78 to facilitate
the introduction of corresponding members of the opposing half.
Spring 75 is bent at first abruptly outward and then more gradually inward, then
abruptly inward, and terminates in a tongue 79 which, extending straight forward,
presses against lip 78, in the parted condition of the coupling and projects con-
siderably beyond said lip so as to facilitate the proper impact of the two halves, as
shown in figure 16, and to secure contact with the point 77 of the opposing half in the
joined condition of the coupling, as seen in figure 17.
Proper entrance and efficient contact of these parts may be and is preferably
insured by the addition to each spring 74, 75, of one or more auxiliary springs, to wit
to spring 74, the springs 80, 81 and to spring 75, of an auxiliary spring 83. Of said
springs 80, 81, the outermost spring 81. has an oblique lip 82 which aids in guiding
the long tongue 79 of the opposing half to its place, and when driven home, aids in
holding it to close contact, and also forms an additional contact and channel for the
current. The auxiliary spring 83 at back of spring 75 in like manner, assists to
secure contact and adds conducting facilities.
Sheathes 84, 85, on auxiliary springs 80, 83, assist in holding the springs 74, 75,
against lateral displacement.
The above-described constructions of parts, causes the springs 74 and 75 to come
into close contact with each other and to thus make electrical connection and close
the circuit at that point on withdrawal of the opposing half as clearly shown in
figures 15, and 16.
Engagement of the two halves of the coupling is facilitated by giving a chamfered
form as at 73, 76ª, to the advancing edges of the shells and insulating plates
respectively.
The portions of the conductors under the car body may consist of iron bars 87, 88, 89,
having proper insulated attachment to the body.
Besides the principal-or brake-circuit, as above described-such couplings may
serve as conduits for one or more other circuit-wires 31 placed in communication with
B

page_text: similar batteries dominating one or more alarms which would be soundea by rupture
of the train.
The exposed portions of the conducting wires are protected by india rubber or
other suitable sleeves or coverings 86 secured by metallic bands 86ª or other suitable
means.
rear-car
22
The expression "rear-car" as employed in this specification is intended to designate
the car which carries the storage-battery of my described system and which in freight-
trains will generally be that known as the caboose" but the expression does not
necessarily imply that there are no cars behind the so-called
because
occasionally the contrary will be the case. Such cars are not necessarily included in
the brake-circuit, or if included, may be coupled up in direct series with the cars
in front of the caboose, so that in any case, the brake-mechanism of the caboose will
be in the part of the circuit which is, electrically speaking, most remote from the
dynamo or battery upon the enginè.
Any suitable resistances may be employed in place of one or more of the herein
described resistance coils or groups thereof.
Having now particularly described and ascertained the nature of my said Invention
and in what the same is to be performed I declare that what I claim is :-
First. A brake system for railway trains, which has an electro-magnetic circuit
which comprises, in the described combination, a brake operating electro-magnet on
each car, two sources of electricity (having each one or more series of regulatable
resistances) located respectively on the terminal vehicle in the circuit, and a pair of
two way self-closing electric couplings between each two consecutive vehicles,
substantially as and for the purposes set forth.
Second. An electro magnetic brake system in which, combined with one of the
car axles, is an electro magnetic clutch in an electric current which comprises two or
more rheostats or series of resistance-coils made capable of being partially or wholly
cut in or out of circuit by shiftable contacts under control of the operator; combined
in the manner substantially as described with a brake-setting mechanism which is
brought into activity by cutting out one or more of said resistances.
Third. In an electro-magnetic brake system, the combination of the following
elements, to wit; a car axle, an electro-magnetic clutch normally out of communication
with said axle, excludable electric resistances in the clutch circuit, a brake-setting
mechanism coupled to said clutch and whose friction-drum is held normally out
of communication with the axle, and means of cutting out one or more of said
resistances, to produce and regulate brake-action substantially in the manner herein-
before explained.
Fourth. In an electro-magnetic brake system, the combination of the following
elements, to wit; a closed circuit of a source of electricity which includes one or
more couplings that contain separately insulated conductors for the outgoing and the
returning currents, said circuit also including two independent groups of resistances
capable of being partially or wholly cut in or out of circuit by shiftable contacts
under the control of the operator in the described combination with an electro-
magnetic clutch coupled to a brake-setting mechanism whose brake-windlass drum is
held normally aloof from the axle and is brought into contact therewith by vitalization
of its clutch-imagnet substantially as set forth."
Fifth. In an electro-magnetic brake system for railway trains; in combination with
an electro-magnetic clutch on a car, a brake circuit including the electro-magnet of said
clutch and the following additional elements, to wit; a source of electricity, a closed
conductor to and from the rearmost car, and a group of electrical resistances having
the described regulator, whereby the total resistance of the brake-circuit may be kept
constant whatever be the number of individual car-brakes included in the circuit,
substantially as set forth.
Sixth. In an electro-magnetic brake system for railway trains, the combination of
the following elements, to wit ; a car-wheel axle, a normally inactive electro-

page_text: magnetic clutch, brake mechanism held normally aloof from said axle, and to
which said clutch is mechanically connected, said clutch being in circuit with
source of electricity, containing one or more includable resistance-shunts,
substantially as and for the purposes set forth.
a
Seventh. In an electro-magnetic brake system the combination of the following
elements to wit a source of electricity and a closed circuit, couplings in said circuit
that contain separately insulated conductors for the outgoing and returning currents,
said circuit also including two independent groups of resistances having shiftable
contacts to enable them to be cut in or out of circuit and an electro-magnetic
clutch whose energization brings the brake windlass into effective axle-contact
substantially in the manner explained.
Eighth. In an electro magnetic brake system, in combination with an electro-
magnetic clutch on a car, a brake circuit including the electro-magnet of said clutch
and the following additional elements, to wit, a source of electricity, a closed conductor
to and from the rearmost car and two associated groups of regulatable resistances,
substantially as and for the purposes explained.
Ninth. In an electrical apparatus for working car brakes, the combination in the
brake-circuit of the following elements to wit, two way electric couplings from ear to
car, electro-magnetic clutches controlling the brake windlass, and the groups of
regulatable resistances at remote ends of the train as and for the several purposes
explained.
Tenth. In an electro magnetic brake setting apparatus; the combination of the
axially slidable driving shaft G transmitting shaft in alignment with shaft G
corresponding friction clutch cones 00₁ fast on shafts G and I respectively serrated
boss or hub o rigidly attached to shaft G correspondingly serrated hub W capable of
rotating and axially sliding with respect to shaft G springs V V₁ tending to hold
said serrated hubs o and W in contact armature ring Z capable of axially sliding but
prevented from rotating with respect to hub W one or inore stationary electro-
magnets Y having their poles in contact with ring Z, and springs " for maintaining
such contact substantially as and for the purpose set forth.
Eleventh. In an electro-magnetic brake setting apparatus, the combination of
axially slidable driving shaft. G transmitting shaft. I in alignment with shaft G friction
clutch cone O fast on shaft I corresponding friction clutch cone O fast on shaft G
and having serrated boss or hub o stationary abutment sleeve X capable of axially
sliding on shaft G but compelled to rotate therewith, and having flange or shoulder a
and bearing against abutment hub W journaled on sleeve X and bearing against
flange a and having serrations to correspond with boss o, and a flange w' with orifices
e springs V, V for holding the hubs W and o into contact armature ring Z having
pins Z occupying the hub Hange orifices a one or more electro-magnets Y having
their poles in contact with ring Z and springs for maintaining such contact
substantially as and for the purposes explained.
Twelfth. In an electro magnetic brake setting apparatus, the combination with
windlass shaft M transmitting shaft I driving shaft G a clutch for coupling said
shafts G and I and electro-magnetic mechanism substantially as described, for
operating said clutch, of the rigid cylindrical box housing or hanger H enclosing
said clutch with its operating devices and having journal blocks bracket
bridge and lugs h substantially as and for the purpose set forth.
Thirteenth. In a brake setting apparatus, a brake chain windlass having at its
portion to which the brake chain is fastened, a spirally grooved enlargement constitu-
ting a right and left hand fusee for the purpose set forth.
Fourteenth. In a combined electro magnetic and hand brake setting apparatus,
the combination with (a) the transmitting shaft I axially slidable driving shaft G in
alignment with shaft I and having groove g and friction clutch cones 0, 0' fast
respectively on said shafts G and I of (b) correspondingly serrated and engaged hubs o
and W respectively fast and loose on the shaft G springs V V1 whereby said hubs
are drawn together for separation of the friction cones, an abutment or end bearing
for the loose hub W an armature ring Z compelled to co-rotate with hub W and

page_text: one or more electro magnets Y having pole contact with said armature; and (c) a
lever Pengaging in groove ga spring retracting said lever so as to hold aloof the
cones O, O an adjustable hand lever Tand a train of rods and levers connecting said
levers and I and having a resilient portion S substantially as set forth.
Fifteenth. In combination with the divided conductors to wit, the divided
outgoing and returning conductors 2 P, 2 N, of the brake circuit, the two way
couplings of which each half comprises a conducting and grasping shell 6 adapted
to engage tightly with its fellow, and insulated contact springs 74, 75 constructed
and operating substantially as and for the purpose set forth.
Sixteenth. In combination with the divided conductors 2 P, 2N, for the ontgoing
and the return currents of the brake circuit, the two way couplings, of which each
half comprises a conducting and fastening shell 6, having notched and chamfered
advanced edges and the elastic lip 71, and the insulated contact springs 74, 75 as set
forth.
Seventeenth. In combination with the divided conductors 2 P, 2N, for the outgoing
and the returning currents of the brake circuit, the two way coupling, of which each
half comprises a notched and chamfered conducting and fastening shell 6 and insula-
ting plate 76 a fastening and contact screw 77 the main contact springs 74, 75 and
the auxilliary spring 80 having the oblique lip 82.
Eighteenth. In combination with the main contact springs 74, 75 the auxilliary
springs 80, 83 having the guide sheaths or stays 84, 85 substantially as described.