IMPROVEMENTS IN RAILROAD CAR BRAKES
Year: 1884

page_text: I, HERBERT JOHN HADDAN, of the Firm of Herbert and Company, Patent
Agents, of 67, Strand, in the City of Westminster, Civil Engineer, do hereby
declare the nature of my Invention for IMPROVEMENTS IN RAILROAD CAR
BRAKES, and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:-
The improvements relate to, and consist in, certain air filters, electro-magnetic
devices, valves and connections, together with combined coupling for hose and
electrical conductors, all for controlling and working railway car brakes as
hereinafter described.
In the Drawings relating to the Invention, Fig. 1 is a rear view of a locomotive
cab provided with an air filter, connected with an air pump used for supplying air
in the ordinary manner for operating car brakes. Fig. 2 is a section on line xx
of Fig. 1. Fig. 3 is a longitudinal section of a break cylinder having its ports
opening to the external air, provided with air filters according to my Invention.
Fig. 4 is a section of the cylinder on the line y y of Fig. 3.
Referring to Fig. 1, A is the roof of the cab, and a short distance below it is a
light partition B. This partition B, roof A, side walls C C, and end walls C C,
enclose a chamber in which are stretched two screens D D, preferably of wire net-
work, separated from each other about four or five inches. The edges of the
screens are secured to suitable cleats e e, and the space between said screens is
filled with fibrous material, preferably raw cotton, as shown at F, which, in
connection with the screens, forms a filtering diaphragm through which air may
pass but which will intercept dust, &c.
In the side walls C C above the screens are air passages g g, through which the
external air may enter under the roof, and from an opening in the partition B
under the screens, a pipe H leads to the induction port or passage of the air pump I.
It will be seen that when the pump is operated and exerts suction through the
pipe H, the air which enters the openings g will be drawn through the screens and
interposed cotton.
Referring to -Fig. 3, K indicates the cylinder, the ports which connect the
interior with the external air, and M the rotary valvo which controls said ports.

page_text: Attached to the outside of the cylinder are caps N N, which cover the ports 1,
having a diameter about equal to the ports. Transversely within each of said
caps are arranged two reticulated screens D¹ D¹, preferably of wire cloth, and
separated from each other, say two or three inches, and having the space between
them filled with raw cotton, or similar fibrous material, as shown at F. Through
the side walls of the caps N are formed passages g which afford communication
between the external air and the space within the caps on the outer sides of the
screens. In order to enter the cylinder through the ports the air must first
pass through the screens.
In the accompanying Drawing, I have illustrated a construction of brake-
operating air cylinder, the operation of which in connection with various existing
systems will be hereinafter explained.
to car.
Fig. 5 is a diametric section of an air. brake cylinder and connections provided
with an electro-magnetic valve according to my Invention, this view illustrating also
a hose coupling provided with devices for connecting the conducting wires from car
Fig. 6 is a cross section of the cylinder and wire conduit on the line xx
of Fig. 5, looking towards the piston, the interior parts being shown in elevation.
Fig. 7 is a cross section of the cylinder, valve, and branch pipe connection on the
line x¹¹ of Fig. 5, looking away from the piston. Fig. 8 is a longitudinal section
of the cylinder and transverse section of the interior parts except the piston, on
the line y y of Figs. 5, 6, and 7. Fig. 9 is a side view of the valve and its devices
for supporting the movable magnet. Fig. 10 is an edge view of the same. Fig. 11
is an edge view of the removable valve seat flange and its devices for supporting
the stationary magnet. Fig. 12 is a section on the line y y¹ of Fig. 11. Fig. 13
is a diagram illustrating the inanner of constructing the electric circuit. Fig. 14 is
a perspective view of a three-way cock provided with circuit closing devices.
¡Fig. 15 is an axial section of the stationary coupling.
In these Figures the letter A indicates the cylinder, B its piston, and C the
piston rod, which is to be connected with the brake levers or other brake operating
connections outside of the cylinder in the usual manner. D is the main pipe,
and E the branch pipe connecting it with an elbow connection e, which is
connected to a bracket connection e¹, from opposite sides of which two curved
pipes extend each one-fourth the distance around the cylinder, and terminate in
hollow bridge pieces e' which cover and have their interior cavities in communi-
cation with slits f f cut through the shell of the cylinder at diametrically opposite
points. In a plane at right angles to the plane of these two slits ff, two other
slits ff are cut through the cylinder shell diametrically opposite each other, and
afford communication between the interior of the cylinder and external air at
proper times, as will be presently explained. The opening and closing of these
two pairs of slits is effected by a valve G, which has the shape of a flat band and
is fitted to a seat inside the cylinder between a narrow, internally projecting
flange h, and a removable flange h². This band valve has cut through it four
slits g g and g' g¹, the two former being diametrically opposite each other in a
plane at right angles to the planes of the other two which are not diametrically
opposite each other, but nearly so, being in parallel planes on opposite sides of the
centre of the valve, and each removed from a diametric plane a distance equal to
the width of one slit. By referring to Fig. 7, it will be seen that, owing to this
arrangement of the slits of the valve, when the slits g g coincide with the slits ff
of the cylinder, the slits g' g¹ will stand respectively on opposite sides of the
slits ff, and removed therefrom a distance equal to the width of a slit. The
slits ff will therefore be closed when the slits ff are open, and vice versa, and a
partial rotation of the valve for a distance equal to the width of a slit will cause
one pair of cylinder slits to be closed and the other pair opened.
Such movements of the valve are effected by electro-magnetism through the
following described devices.
To the valve G is secured a curved electro-magnet I, the polar portions of the
core of which are supported in and project through a bracket i formed of

page_text: diamagnetic material, preferably brass, and projecting in an edgewise direction from
the valve, while the connected ends of the cores are supported in a cup-like or
socket bracket ¹ projecting from the valve in a similar manner.
To the removable flange h¹ which is fixed to the cylinder is secured a stationary
electro-magnet K curved in the opposite direction to the magnet I, and having the
polar portions of its cores supported and projecting through a bracket k projecting
laterally from the flange h¹, while their connected ends are held in a cup-like
bracket k¹ also projecting laterally from the said flange. The poles of the magnet I,
which is secured to the valve, stand directly opposite the poles of the magnet K
which is secured to the fixed flange h¹.
To the flange near the poles of the magnet K is secured one end of an
elongated loop spring L, the other end of which enters a notch in an inwardly
projecting portion of the bracket i which supports the polar portions of the
magnet I, and through one arm of this loop spring is arranged an adjusting
screw m, the tip of which bears against the other arm. By means of this screw
the free arm of the spring, or that which bears against the bracket on the valve,
is adjusted to normally hold the valve in any desired position, with the poles
of the two magnets separated by such space that they will exert a vigorous
attraction upon each other when their cores are magnetized.
The coils of the two magnets I and K are connected as shown by the wire s, and
so wound that when traversed by an electric current the poles of the magnets will
be in attractive relation, that is, the north pole of each magnet will face the south
pole of the other. The conducting wire w, over which the current flows to the
magnet coils, passes through the main and branch pipes and the coupling hose,
suitable means being provided in the hose couplings whereby the wire terminals of
one car may be electrically connected with the wires of adjacent cars.
present instance, a small bent pipe p leads from the elbow coupling e of the branch
air-pipe to an opening in the cylinder to afford a protected passage for the leading
wires to the coil terminals of the magnets. After the wires have been lead through
the pipe p it is filled with paraffine, or some similar substance, to prevent the
passage of air through the said pipe.
In the
The leading wires of each car must, of course, terminate at the hose couplings at
each end of the car, and I have combined with the hose couplings devices by
which the wires may be electrically connected from car to car simultaneously with
the coupling of the hose. The hose coupling and wire connecting devices are
illustrated in Fig. 5.
The hose will be connected with the pipes in the usual manner. In the coupling
shown in Fig. 5, qq are metallic thimbles secured in the hose ends, and vv are
the coupling clutches which are screwed on to said thimbles and provided
respectively with interlocking lugs or wings of ordinary construction, within
the thimbles qq are secured casings 8 8 made of hard rubber or other insulating
material, and having at their ends cross bars t which support central bearings t¹
for sliding metallic rods u each of which has one end projecting outwardly and
the other inwardly from the insulating casing. The outer end of each rod is
provided with a flat head u and on each rod, behind its outer bearing, is formed
a shoulder u against which bears one end of a spiral spring & the other end of
which bears against the inner bearing of the rod. The springs are arranged to
drive the rods normally outward, but they are prevented from escaping, and have
their outward play limited by the shoulders u².
To the inner ends of the rods u are soldered or otherwise electrically connected
the leading or conducting wires w. It will now be seen that when the opposite
parts of the hose couplings are clutched together, the heads u¹ u¹ of the rods u u
will be brought in contact with each other, and the rods forced inward a short
distance against the tension of the springs which are thus caused to force the two
heads together with a continuous pressure which insures a good electrical contact.
Within the coupling clutches are fitted gaskets vv of india rubber or similar
material, the edges of which come together when the coupling is closed and form

page_text: an air-tight joint. By providing the hose couplings with the wire connecting
devices as shown, the electrical connections are made and broken between the cars
automatically and simultaneously with the coupling and uncoupling of the hose.
Upon each end of each railway car I secure à stationary coupling, as shown at Q,
near the hose so that the hose coupling may be connected thereto as shown. The
clutch of the stationary coupling is arranged to come in contact with the head of
the spring rod of the hose coupling, and the nipple of each stationary coupling is
placed in electrical connection with a metallic car axle at the same end of the car
as indicated by dotted lines. This electrical connection will be made in practice by
means of an insulated wire connecting the nipple with the journal box or bearing
of the axle in a well understood manner requiring no special illustration.
One of the poles of the generator, which is to be located preferably upon the
locomotive, will be connected with the line of leading wires which pass through
the pipes, and the other pole will be connected with one of the locomotive axles,
and it will be seen that when a train of cars has its hose coupled to its stationary
coupling, a return route for the electrical current is established through said
stationary coupling, its wire connection, the car axle and wheel, the rails of the
track, and the locomotive wheel and axle. At the same time the rear end of the
air connections is closed by the stationary coupling so that no air can escape or
vacuum be interfered with.
By referring to Figs. 13 and 14, it will be seen that one of the wires (w³) which
is used to connect the battery with the leading wires enters the pipe D¹, which
connects the reservoir R¹ with the locomotive hose at a point beyond the three-way
cock W from the reservoir, and is connected with a metal spring button y mounted
on the main lever W₁, which is rigidly attached to the plug W₁ of said three-
way cock.
To the plug is pivoted a supplementary lever W³, upon which is mounted a
metallic spring button y¹, which is connected with a wire w³ leading to the battery,
and may be brought into contact with the button y by swinging the supplementary
lever toward the main lever, the two levers being held normally apart by a spring 8.
The three-way cock is constructed and arranged in the manner usual in air brake
apparatuses.
I will now explain the mode of using my Invention with air cylinders used to
operate brakes of the Mallinckrodt type. In this system compressed air is used to
drive the pistons to operate bell crank levers, which are connected with the car
body and the brakes. The main pipes, hose and cylinders are kept charged with
compressed air, and the car body elevated except when the brakes are to be applied,
and at such times the air is allowed to escape from the cylinders, so that the
pistons may move inward and allow the car body to descend and apply the brakes
by its weight.
In using my Invention, when it is desired to fully apply the brakes, the engineer
will move the supplementary lever W³ at the three-way cock to bring the buttons y
and y¹ in contact, grasping both levers, however, and moving the main lever to cut
off connection between the reservoir and pipes. The battery circuit being
completed by the contact of the two buttons, the current will flow over the
leading wires and charge the magnets I and K, so that they will have an attraction
for each other, as only the magnet I is movable, it will be drawn toward the
magnet K, and as it moves it will cause the valve to which it is secured to turn
sufficiently in the direction indicated by the arrows, to open the slits f¹ f¹ of the
cylinders, which communicate with the external air, and close the slits f f which
communicate with the air pipes. The compressed air will, therefore, escape from
the cylinders and relieve the pistons, but is not permitted to escape from the pipes.
The pistons being relieved thus simultaneously on all the cars, the car bodies will
descend and apply the brakes on every car of the train at the same time. When
now it is desired to take off the brakes, the supplementary lever is released, the
circuit broken, and the magnets being discharged, the valves will be moved to their
normal position by their retracting springs, so that communication between the

page_text: cylinders and external air will be cut off, and communication between the cylinders
and air pipes established. The main lever is turned to re-establish communication
between the pipes and reservoir, and the pipes being full of compressed air, it
immediately rushes into all the cylinders, and the pistons of all are operated
simultaneously to raise the cars and take off the brakes, and only as much additional
air needs to be supplied as will compensate for the quantity flowing from the pipes
to charge the cylinders, while in the old mode of operating the brakes the entire
system of air conduits must be entirely relieved of compressed air in applying the
brakes, and fully charged anew in taking them off.
If it is desired to only somewhat slacken the speed of the train without coming to
a full stop, the engineer will make only such a brief contact between the buttons
ย
and y as will allow a sufficient quantity of air to escape to accomplish the desired
effect. In those systems in which the compressed air is used to drive the pistons
to set the brakes, as in the Westinghouse brake, the main pipe will be kept full of
compressed air all the time, and the valves will be so set as to normally open com-
munication between the cylinder on one side of the pistons, and the external air,
and to close the slits leading to the air pipe. Then the engineer in applying the
brakes will simply operate the supplementary lever to close the circuit, leaving
open the communication between the reservoir and the air pipe. When the valve
turns in response to the attraction of the magnets, the slits opening to the outside
air will be closed, and those leading to the air pipes will be opened and the com-
pressed air will rush into all of the cylinders and apply the brakes simultaneously
on all the cars of a train. When the current is broken the valves resume their
normal positions, the cylinders are emptied and the flow of air thereto from the
main pipe is cut off. The brakes will, therefore, be fully relaxed from the wheels.
Of course, a slackening of speed, instead of a full stop, may be effected by a brief
closing of the current, but when it is desired to stop the train the circuit will be
kept closed until the stoppage is accomplished.
In vacuum brakes the main pipe will be kept exhausted of air, and the valves
will be so set that there is no communication between the cylinders and this pipe,
but free communication between the cylinders and external air. Then, when the
circuit is closed, the valve will, in turning, close the slits leading to the air outside,
and open those which establish communication with the pipe. The partial vacuum
which is thus produced on one side of the pistons and the atmospheric pressure on
the other result in the operation of said pistons to apply the brakes. When the
current is again broken, the valves are caused to resume their normal position by
the retracting springs, outside air flows into the cylinders through the slits, the
vacuum in the cylinders is destroyed, and the brakes therefore allowed to release
the wheels.
When diaphragms are used to operate vacuum brakes, the valves and devices for
working them may be arranged in short cylinders or chambers connected on one
side with the main or branch air pipes, and on the other with the diaphragm
chambers at one side of the diaphragms..
Although I have described at length the construction and operation of an annular
valve with two electro-magnets, I prefer in most cases the tubular valve with one
magnet hereinafter described. Both forms of construction embody the same
principle, namely: the combination with an air cylinder and piston and main pipe
in an air brake system, of a valve arranged for operation by electro-magnetism for
connecting the interior of the cylinder alternately with the main pipe and with the
external air, (as expressed by Claim 7), but I do not specially claim the annular
valve with two magnets.
Fig. 16 is a longitudinal section of a brake cylinder provided with an electro-
magnetic valve constructed and arranged according to my Invention, a portion of the
main or cominunicating pipe being shown in elevation. Fig. 17 is a rear end view
of the cylinder, the communicating pipe being shown in cross section. Fig. 18 is a
section of the cylinder, valve, main pipe and connections on the line of Fig. 16,
the magnet being shown in elevation. Fig. 19 is a section on the line ¹¹ of

page_text: Figs. 16 and 18. Fig. 20 is a section of a cylinder in a plane similar to that of
Fig. 18, and illustrating a modified form of external valve for regulating the com-
munication between the cylinder and external air and a variation of the connection
of the communicating pipe with the cylinder.
In this part of my Specification letter A designates the cylinder, B its piston, and
C the piston rod, which, on the outside of the cylinder, is to be connected with the
brakes through the ordinary intermediate levers or other motion transmitting
devices. Near the rear end of the cylinder and at diametrically opposite points
thereof are outwardly projecting short necks D'D' communicating with the interior
of the cylinder and covered by caps dd. Standing diametrically across the
cylinder and within the same is a tubular valve E, the opposite ends of which
extend into the necks D and D¹ respectively, said valve having a slight longitudinal
play between the caps d and d¹ and the inner surfaces of said caps being covered
by packing discs e, to form air tight joints between the caps and ends of the valve.
The valve is supported and properly guided by suitable bearings farranged in the
necks D D¹ surrounding said valve near its opposite ends and closing the space
around said valve at the inner ends of the necks. These bearings carry annular
flexible packing rings g, the inner margins of which lie against the valve and
prevent the leakage of air around it to and from the cylinder.
Near its lower end the valve E carries an armature E¹, preferably of soft iron,
the valve passing through said armature, which projects at opposite sides thereof at
right angles. Diametrically across the cylinder at right angles to the valve is
secured a permanent cross bar H, which supports an electro-magnet I, the poles of
which stand on opposite sides of the valve, and are arranged in such proximity
to the armature E that said armature will be attracted by the magnet when its
cores are charged by an electric current traversing its helices ii. The magnet is
secured to the cross bar H by means of clamping caps h, and the bent portion or
yoke of the magnet cores passes through a passage e formed through the valve, said
passage being sufficiently large to allow the valve to play longitudinally, so that its
ends may come in contact alternately with the packing discs of the caps & and d²,
it being understood that when one end of the valve is in contact with the packing
of one of said caps, its other end will be separated from the packing of the other
cap by a space sufficient to allow proper ingress and egress of air to and from the
valve, which at an intermediate portion of its length is slotted as shown at s to
provide free communication between its interior and the interior of the cylinder.
The upper neck D of the cylinder is connected with the communicating pipe K
by means of a small branch pipe k for the passage of air, and said communicating
pipe is also connected with the cylinder by a short tube l, which serves as a passage
for the electrical conducting wires w w, which lead from the respective terminals of
the helices of the magnet I, and are passed through the communicating pipe K in
opposite directions after leaving the cylinder. The tube is to be filled around the
wires with paraffine or similar material to prevent the passage of air to and from
the cylinder.
The communicating pipe K of each car, in addition to its function as an air pipe,
serves also as a conduit for the conducting wires, and at each end is provided with
the usual connecting hose, in the couplings of which are arranged automatic wire
connecting devices as described and illustrated in my application for Patent for
improvement in electric air brakes, filed oven date herewith, and I will further add
that my present improvement is intended to be used in connection with means for
establishing a complete electric circuit, and making and breaking the same, similar
to those described in my said other application.
The neck D¹ of the cylinder has connected to it a laterally projecting tube M, the
outer end of which is closed by an elongated cap M, the side walls of which are
slotted as shown at m. Upon a seat formed in the end of the tube M is arranged a
valve N, against which bears one end of a spring O, the other end of which bears
against a movable plate p, in the cap M. Through the end wall of said cap is
arranged an adjusting screw Q, the top of which bears against the plate p, so

page_text: that by means of said screw the opening O may be adjusted to bear with more or
less force upon the valve N. The object of this valve is to prevent the escape
of any more air than it is absolutely necessary should be discharged from the
cylinder when my Invention is applied to that type of air brakes in which the
cylinder is kept normally charged with compressed air, and is relieved of pressure
in order to allow the weight of the car body to set the brakes as will be again
referred to.
In Fig. 20 is illustrated an external valve adapted for application to cylinders
used in any of the systems of air brakes heretofore referred to, but especially in
those in which the cylinder is only either charged or exhausted for the purpose of
operating the brakes.
M is a centrally bored nipple projecting from the sleeve D, and provided with a
screw cap M³ having lateral openings m connecting its interior with the external
air. Through the head or end wall of the cap is arranged the screw shank m* of a
conical valve N, which may be adjusted more or less into the nipple M² for
regulating the area of the outer opening thereof.
The conducting wires w w lead through the communicating pipes in one direction
to the locomotive, and there terminate in one contact plate or button of a circuit
closer, and in the other direction to the rear end of the train where connection is
made with a return branch of a circuit (preferably composed of the rails of the
track) which on the engine is connected with one pole of the battery, the other pole
of which is connected with the circuit closer contact or button which is arranged to
be brought into contact with that to which the pipe wire branch of the circuit is
connected.
I will now explain the modes of using my improvements in connection with
several systems of air brakes.
The Mallinckrodt brake is a representative of a class of car brakes in which the
brakes are set or applied to the wheels by the weight of the car body, which must,
therefore, be kept raised when the brakes are to be held off the wheels. When the
brakes are to be set or applied to the wheels, the air. is allowed to escape either
wholly or partially from the cylinder-wholly when the train is brought to a full
stop, and only partially when simply a slackening of speed is to be effected. It
will be understood that when the brakes are off, and the cylinder and communi-
cating pipe charged, the lower end of the valve E will rest by gravity upon the
packing disc of the lower cap d, and the upper end of said valve will be removed
from the packing disc of the upper cap d. Communication will, therefore, be open
between the pipe and cylinder, and closed between the cylinder and external air.
To set the brakes, the engineer closes the circuit by means of the circuit closer
on the engine, and the electric current from the battery traverses the circuit,
including the helices of the magnet I, and the cores of the said magnet, being
magnetized, attract the armature E¹ and raise it and the valve E so that the upper
end of the said valve is driven against the packing disc of the cap d and
communication between the cylinder and communicating pipe is thus cut off. At
the same time the lower end of the valve is raised from the packing disc of cap d
and communication opened from the cylinder to the external air, so that the
compressed air is allowed to escape from the cylinder either wholly or partially as
desired. The pressure on the piston being relaxed the car body descends and sets
the brakes. A brief closing of the circuit will result in a slackening of speed,
but if a full stop is to be made, the circuit must be kept closed until the desired
effect is produced.
In this system of brakes, I prefer to use the external valve M as shown in
Fig. 18, the pressure of the spring O upon the valve being so adjusted that when,
by the escape of air, the pressure in the cylinder is sufficiently reduced to allow an
empty car body to descend and apply the brakes, the valve will be forced to its
seat and prevent the further escape of air. A restoration of the normal or standard
pressure may obviously thus be more quickly effected to take off the brakes than
if the entire pressure were removed in applying them..

page_text: In those air brake systems in which compressed air is used to apply the brakes,
the communicating pipe should be connected by pipe. k to the lower neck D', and
the upper neck D should be adapted for communication with the external air as
shown in Fig. 20. Communication will thus be normally cut off between the pipe.
and cylinder, and open between the latter and the external air. The pipe will be
kept normally charged with compressed air, but the cylinder will be discharged.
To apply the brakes the engineer will close the battery circuit, and the magnet
will attract its armature and raise the valve, thus opening communication to the
pipe and closing it to the external air. Compressed air will rush into the cylinder
from the pipe and drive the piston to set the brakes, either briefly to effect a
simple slackening of speed, or sufficiently to bring the train to a full stop, according
to the time the circuit is kept closed. To take off the brakes after they have been
set, the circuit must be broken, and the valve resumes its normal position, allowing
the cylinder to be discharged and the piston to relax its pressure upon the brakes.
The passage from the cylinder to the pipe being now closed, the engineer may put
his air pump in motion, or it may automatically operate to restore the standard
pressure in the pipe. For this purpose only an additional quantity of compressed
air is necessary, which will equal a cylinder full for each car, as that is the
quantity allowed to escape. The renewal of pressure may be accomplished at
leisure between the times of setting of the brakes.
In vacuum brake systems the arrangement of the parts will be the same as in
those using compressed air to set the brakes. The main pipe will be kept
exhausted of air, communication between the pipe and cylinder will be closed by
the valve and communication to the external air opened. When the circuit is
closed the magnet will attract the armature to raise the valve, close the connection
to the outer air and open the passage from the cylinder to the pipe. The tendency
to vacuum thus caused on one side of the piston and the atmospheric pressure on
the other side will drive the piston to set the brakes. Breaking the circuit will
restore the valves to their normal position and the standard vacuum may be then
re-established by the usual apparatus.
When diaphragms are used in vacuum brakes, the valve and devices for working
the same may be located in a short cylinder inserted in a branch pipe leading from
the main pipe to the diaphragm chamber.
It will now be observed that by using the electro-magnetic valve in each
cylinder I am enabled to keep a supply of compressed air of efficient tension close
to all the cylinders of a train so that no appreciable time will be lost by the air in
traversing the pipes after communication is established between the cylinder and
pipe and closed to the external air by the movement of the valve. So, also, an
efficient vacuum may be maintained in the pipe so that a prompt exhaust of the
cylinders occurs simultaneously upon all the cars of the train as soon as the circuit
is closed by the engineer.
Fig. 21 is a longitudinal central section of an air hose coupling, provided with
electrical connecting devices according to my Invention, the hose coupling being
such as used in the. Mallinckrodt system of air brakes. Fig. 22 is a detached side
view, and Fig. 23 an end view of the insulating casing for the spring controlled
connecting rod. Fig. 24 is an outer end view of one of the coupling clutches.
Fig. 25 is a section of the same on line of Fig. 24. Fig. 26 is a section on line
xx. Fig. 27 is a section on line 20³ ³. Fig. 28 is a longitudinal central section
of a Westinghouse hose coupling, provided with devices for connecting electrical
conductors according to my Invention. Fig. 20 is a similar section of another form
of Westinghouse coupling, provided with my improvement. Fig. 30 is a detached
side view of one of the insulating casings. Fig. 31 is a longitudinal central section
of a coupling commonly used in vacuum air brake systems, the same being provided
with my improvement.
Referring to Fig. 21, A A are the metallic thimbles of the members of the
coupling which are secured to the hose B B in the usual manner. B B are the
coupling clutches screwed on to the thimbles, and D D are annular vulcanized

page_text: india rubber gaskets filled within the clutches, and having outwardly projecting
flanges, which are clamped between the inner shoulders of the clutches, and the
ends of the thimbles. When the clutches are engaged, the edges of these gaskets
come together and form an air-tight joint.
In each of the thimbles A is fitted a tubular casing E, formed of some
non-conductor of electricity, preferably hard rubber or gutta percha, said casing.
being formed of two semi-cylindrical parts e and e, as shown in Figs. 22 and 23,
having heads in which are openings oooo. In each head of the casing is formed'
a central opening p, half of the said opening being in each part of the head.
Centrally in the casing, and projecting at each end through the opening p p, is
arranged a metallic rod F, as shown in Fig. 21, said rod having at its outer
projecting end a flat metallic head f, and being provided at an intermediate portion
of its length, within the casing, with a shoulder f' against which bears one end of
a spiral spring f³, surrounding the rod and having its inner end bearing against
the inner head of the casing. The tension of the spring f is such that it tends to
force the rod outward, the outward movement of the rod being such that its head
will stand out beyond the rubber gasket, this movement being limited by the
shoulder f, which comes against the head of the casing.
In placing the rod F in position, the two parts of the casing E are separated, the
rod is placed in the notches in the parts of the heads of one portion of the casing,
with the spring f" and the shoulder f in proper position, and then the other
semi-cylindrical portion is applied to complete the casing, which is inserted in the
thimble A, and secured by screws 8 8.
To the inner end of each rod F is to be electrically connected, by soldering or
otherwise, the end of an insulated conducting wire W, which it will be understood
leads through the hose and air pipes and conductors of an electric air brake system,
or the wires may be lead through sections of pipe or hose of any length for other
purposes.
I do not limit myself to any particular form of hose or pipe couplings, but I find
that shown in Fig. 21 to be very efficient. In this coupling the two clutches B B
are precisely similar in construction, each having radially projecting segmental
flanges bb, diametrically opposite each other, and segmental hooks b¹ b¹, adjacent
to the flanges and projecting forward beyond them. Between the flanges and.
hooks on one side, are spaces as at 6, through which the hooks of an opposite
clutch may be passed, and when two clutches are thus brought together and turned
in opposite directions the hooks of one may be engaged behind the flanges of the
other, and an efficient coupling effected.
In regard to the form of bose coupling, shown in Fig. 28, it is only necessary to
say that it is a form in common use, the two members of the coupling being
dissimilar. The insulating casings E1 and E are each formed of two semi-
cylindrical portions, substantially as shown in Fig. 22, and are fitted into the two
thimbles A and A³, and the chambers in front thereof. The spring rod F1 in the
casing E projects outward a considerable distance into the chamber of the coupling
member K, and is adapted to enter the chamber of the coupling member K¹, when
the latter is inserted in the former as shown, so that its head may come in contact
with the head of rod F', which does not project so far beyond its casing. The
construction and operation of the electrical connecting rods is similar to that of the
rods shown in Fig. 21, except that they project different distances beyond their
casings. Both the rods, even when at their outer limit of movement, have their
heads well within the chambers of the coupling members, and are, therefore, not
liable to accidental injury when the members are uncoupled.
The bose coupling, shown in Fig. 29, is also in common use without the electrical
connecting devices. This coupling has similarly constructed opposite members K*
and K, which lap and interlock with each other, bringing the inner open ends of
the cup-like portions L L opposite each other, the axes of the cups being at right
angles to the axes of the thimbles A³ A³. These cup-like portions are in communi-
cation through lateral openings with the thimbles, and have rubber gaskets d d at'

page_text: their open ends to fit together and form an air-tight joint. Within said cup-like
portions are fitted the insulating casings Es E, having lateral openings e to the
thimbles. At their outer ends they are provided with sockets, and at their inner
ends have partial heads or cross-bars e with central passages. Through these
central passages are arranged the short metallic rods F, having their outer
projecting ends provided with contact heads f³, and their inner ends inserted in
the sockets *. Inside of the casings the rods have shoulders f, to which are
connected the conducting wires W, and against the shoulders bear the springs f*,
to force the heads into contact with each other.
•
The insulating casings, as shown in Fig. 30, are each composed of two semi-
cylindrical parts, which may be taken apart to prevent the insertion of the rod
and spring substantially in the same manner as the casings in Fig. 21.
In the vacuum brake hose couplings, shown in Fig. 31, each of the curved
metallic springs F" is secured intermediately to one side of the thimble A, but is
insulated therefrom. The inner end of the spring is electrically connected with
the conducting wire W, and its outer end is provided with a metal contact head f³,
which the spring is bent and adjusted to hold normally a little outside of the
gasket D, so that when the two members of the coupling are coupled together the
heads of the two springs will come in elastic contact with each other, and their
tension will maintain a good electrical connection.
Having now particularly described and ascertained the nature of my said
Invention, and in what manner the same is to be performed, I declare that what
I claim is
1st. The combination with an air receiver having one or more air induction
passages, of one or more air filters arranged to guard said induction passage or
passages, substantially as described.
2nd. The air filter, composed of reticulated screens and interposed fibrous
material, substantially as described.
3rd. The combination with an air pump located in the locomotive cab, of the air
filter arranged in a chamber directly under the roof of the cab, said chamber being
provided with openings to one side of said filter, and the suction pipe leading from
said chamber on the opposite side of the filter to the air pump, substantially as
described.
4th. The combination with an air brake cylinder having one or more passages
arranged to connect its interior with the external air, of one or more air filters
constructed substantially as described, and covering such passage or passages for
the purpose set forth.
5th. The combination with the air brake cylinder having passages arranged to
connect its interior with the external air, of the caps covering said passages and
provided with air openings, of the filtering diaphragms arranged in said caps,
between their openings and the cylinder passages, substantially as described.
6th. The herein described method of supporting and protecting the conductors
for electrical air brakes, the same consisting in arranging said conductors inside of
the air conduits, substantially as described.
7th. The combination with an air cylinder and piston and main pipe in an air
brake system, of a valve arranged for operation by electro-magnetism for connecting
the interior of the cylinder alternately with the main pipo and with the external
air, substantially as and for the purpose set forth.
8th. The combination with an air brake cylinder provided with ports substan-
tially as described, its piston and the supply or exhaust pipe and coupling hose of
a railway car, of an electro-magnetic valve arranged to open said ports, conducting
wires connected with the electro-magnetic devices of said valve and arranged
within the supply or exhaust pipe and coupling hose, and automatic wire connecting
devices arranged in the hose couplings whereby the electric wires may be connected
from car to car simultaneously with the coupling of the hose, substantially as
described.

page_text: 9th. The combination with the air pipes, coupling hose, conducting wires
arranged within said pipes and hose, and the automatic wire connecting devices
arranged in the hose couplings, of the stationary couplings, one or more, arranged
upon a car and connected with a wheel or wheels thereof through intermediate
electrical conductors, essentially as and for the purpose set forth.
10th. In an air brake system the combination with the air pipes and enclosed
conducting wires, an electric battery and circuit including said conducting wires,
of the three-way cock arranged in the air conduit, and provided with circuit closing
and breaking devices and means for operating the same simultaneously with the
operation of the said three-way cock, substantially as described.
11th. The combination with the cylinder provided with suitable ports, of the
tubular diametrically arranged valve, the armature carried by said valve, and the
electro-magnet arranged to attract said armature, substantially as described.
12th. The combination with the main or communicating pipe and the cylinder
having diametrically opposite ports or passages arranged for communication with
the said pipe and the external air respectively, of the tubular valve arranged to
open and close said ports, and having its interior in communication with the
interior of the cylinder, the armature carried by said valve, and the electro-magnet
arranged to attract said armature and having its helices arranged for connection
in an electric current outside of the cylinder, substantially as described.
13th. The combination with the cylinder provided with ports arranged for
communication with a main pipe and the external air respectively, and electro-
magnetic valve for controlling said ports, of a supplementary valve for regulating
the flow of air from the cylinder when the electro-magnetic valve has opened the
passage to the external air, substantially as described.
14th. The combination with the cylinder provided with ports arranged for
communication with a supply pipe and the external air respectively, and an
electro-magnetic valve arranged to open and close said ports alternately, of an
automatic regulating valve arranged to close the communication between the
cylinder and external air when the pressure in the cylinder falls to a pre-determined
point after the electro-magnetic valve has opened the port to the external air,
substantially as and for the purpose set forth.
15th. A hose or pipe coupling provided with means for automatically connecting
the ends, of electrical conductors arranged in attached hose or pipes, substantially
as described.
16th. The combination with a hose or pipe coupling, of insulated spring metallic
contacts arranged in the respective members of the coupling and adapted for
permanent connection with electrical conductors arranged in the hose or pipe, and
to connect the same between the coupling parts, substantially as described..
17th. The combination with a tubular metallic member of a hose or pipe, of an
insulating casing arranged therein and an elastic electrical contact device arranged
with said casing and adapted to come in contact with a similar device in an
opposite coupling member, substantially as described.
18th. The combination with two sections of hose or pipe, a suitable coupling for
connecting said sections, and electrical conductors arranged through said sections,
of insulated connecting devices attached to the respective conductors and adapted
to automatically couple the same when the sections of hose or pipe are coupled,
substantially as described.
H. J. HADDAN.
By Herbert & Co.,
Agents.