IMPROVEMENTS IN ELECTRIC APPARATUS FOR WORKING RAILWAY BRAKES
Year: 1880

page_text: LETTERS PATENT to John Clayton Mewburn, of 169, Fleet Street, in the City
of London, Patent Agent and Consulting Engineer, for an Invention of
"IMPROVEMENTS IN ELECTRIC APPARATUS FOR WORKING RAILWAY BRAKES."
A communication from abroad by Ferdinand Auguste Achard, of Paris, France,
Fincincon
PROVISIONAL SPECIFICATION left by the said John Clayton Mewburn at
the Office of the Commissioners of Patents on the 17th June 1880.
JOHN CLAYTON MEWBURN, of 169, Fleet Street, in the City of London, Patent
Agent and Consulting Engineer. “IMPROVEMENTS IN ELECTRIC APPARATUS FOR
WORKING RAILWAY BRAKES." [A communication from abroad by Ferdinand
Auguste Achard, of Paris, France, Engineer.]
This Invention relates to electric apparatus for working railway brakes, and
more particularly to the apparatus described in the Specification of Letters
Patent granted to François Ferdinand Auguste Achard, dated the 9th April 1877,
No. 1387, and it consists of improvements in the construction and working of the
electric apparatus, so as to render the system completely practical and absolutely
certain.
The leading or characteristic features in the present improvements are as
follows:-
First. If the driver or guard of the train works the commutator in order to put
the brakes of the vehicles of a train into action, the two extreme piles placed, the
one in the front van and the other in the rear van, both send their current into the
electro magnets of all the carriages; thus, if the tension of one of the currents
diminishes gradually in intensity by going further from the pile which engenders
it, each vehicle will none the less receive an equal quantity of electricity by the
addition or combination of the two currents arising from the simultaneous action of
the two piles, because the intensities of the two piles progress or vary in an inverso
sense.
Second. The brako apparatus works automatically. In case of a coupling
breaking the current is immediately closed for the two separate parts of the
train, and the brakes act instantaneously.

page_text: In carrying out the improvements the ordinary brake levers which net on tho
blocks are fitted at their ends with grooved pulloys, over which passes a chain, the
end of which is fixed to the carriage frame. To this chain are attached two others
carried obliquely, which are wound several times over a drum suspended under the
carriage frame. These chains afterwards pass over guido pulleys, and their ends
are attached to the axis of the electro magnet. Or the guide pulleys may be
dispensed with and the chains led directly from the drum to the axis of the electro
magnet. This electro magnet has at each end a disc which is intended to touch
the axle and be rotated by it by friction when the current is sent. The magnet is
suspended to the carriage frame by rods, and spring plates of steel covered with
copper constantly tend to separate the electro magnet from the axle. It is by these
spring plates that the current is transmitted to the electro magnet. At the upper
end of each plate abuts a wire which is attached to the general conductor which
extends the whole length of the train, so that each electro magnet of the train is
supplied by derivation from the main circuit. When a current from the pile is
sent into the main circuit; the electro-magnet of each vehicle is attracted toward
the axle, and is made to turn, being driven by friction; the chains wind upon the
axle of the magnet and raise the brake levers. As soon as the current ceases the
levers fall by their own weight and the brakes are roleased.
In each of the vans are two piles (which for distinction I will call pile No. 1 and
pile No. 2), a commutator, and a relay. Two wires are carried the whole length of
the train for transmitting the electric current froin pilo No. 1, which should supply
the electro magnets Two other wires put the two piles No. 2 in opposition, that is
to say, they put into respective communication the positive poles and the negative
poles of theso piles. These communications are established by means of a circular
commutator. This commutator is composed of a wooden cylinder capable of
turning in supports fixed to a platform. This cylinder can be turned at will either
by means of rods operated by the driver, or by means of a hand lever or other
suitable device operated by the guard. At one part of its periphery the cylinder
carries two copper plates for putting into communication copper pieces fixed to
studs, where the wires from pile No. 1 and the line wires terminate. The cylinder
also carries a bent plate and a metallic strip. When it is wished to release the
brakes, the commutator is turned in one direction; when the copper pieces above
named touch the bent plate and the metallic strip, an inverse current is sent
through the line, which destroys the permanent magnetism and the brakes are
released; in a very little time after all current is interrupted. At another part the
commutator carries 5 studs, and the cylinder is fitted with two plates with a bent
piece, and with a third plate. At the first stud the positive wire from pile No. 2 of
the front van terminates; the second stud communicates with the positive pole of
pile No. 2 of the rear van through the intermediation of the commutator in this
van.
When at rest these two studs are in communication through one of the two
plates above named. In like manner the fourth and fifth studs communicate
through the other of the two plates. The two positive and negative poles of the
two front and rear piles No. 2 are therefore in communication; they are in
opposition, and consequently without effect. The third stud is in communication
with the negative pole of pile No. 2, and a relay is placed on the wire which makes
the fourth stud communicate with the negative pole. This relay is not actuated, as
the piles are in opposition. But when the commutator is turned wo have already
seen what takes place in the line wires. On the other hand communication is made
between the second and third studs through the third plate above named, and
between the first and fifth stud through the bent piece, also above named. There
is therefore communication between the positive pole of the rear pile No. 2 with
the negative pole of the corresponding front pile, and reciprocally the negative pole
at the rear communicates with the positive pole at the front. The piles No. 2 at
front and rear are united in tension, and a current circulates through their wires;
as the rear commutator has not been touched, the rear relay is submitted to the
action of this circuit and enters into action. At the front the rotary movement of

page_text: the commutator has insulated the front relay, so that this is not submitted to the
action of the current from the piles No. 2 at front and rear. Thus therefore in
normal working no current passes into the lino wires of the electro magnets, and
the other wires put the piles No. 2 at front and rear in opposition. If one of the
commutators, either the front or rear, be turned, there is immediately sont into the
line wires a current from the pile No. 1 placed near the commutator operatod upon,
and at the samo time the relay in the same van is insulated, and the piles No. 2 at
front and rear are coupled in tension by their wires. The relay opposed to the
commutator acted upon receives the current from theso piles, enters into action,
and closes the circuit from the pile No. 1 situated in the same van.
The two piles
No. 1 therefore both send simultaneously a current into the electro magnets,
which thus receive the same quantity of electricity.
The relay which is employed by preference is composed of a horse shoe electro
magnet through which circulates at the proper time the current from the piles
No. 2; opposite the poles of this magnet is an armature which carries a cross pieco;
to this are fixed contacts which close the circuit between the wires coming from
pile No. 1 and those which lead to the line wires.
In order to make the connections between the vehicles, I employ an arrangement,
consisting of two wooden supports, one of which encloses one of the ends of
each of the wires, that is, the line wire and the wire connected with piles No. 2.
Each of them terminates in a round rod which is held in a jointed spring nipper in
one of the supports which is fixed under the vehicle. To establish the communi-
cation, it is sufficient to push the one support against the other so that the rods
engage in the nippers. They can be separated by forcibly pulling them apart. The
nipper which unites the lengths, or the wires which is connected with piles No. 2
is arranged so that if the rod is drawn away in case of the couplings breaking, for
example, it makes contact with a copper plate; the two copper plates at the samo
end of a vehicle are connected transversely by a wire; it will therefore be under-
stood that in case of the couplings breaking, the opposition of the two piles No. 2
in the front and rear vans will instantaneously cease, and the circuit from the pilo
No. 2 of each of the parts of the train will be closed by the said transverse wiro;
the two relays at front and rear will enter into action, and each of them will send
into the electro-magnets of the part of the train which corresponds to it tho current
from pile No. 1. Consequently all the brakes will be applied.
Instead of employing piles as the source of electricity for operating the brakes,
magneto-electric and dynamo-electric induction machines can be employed worked
by the wheels of the vans in which they are placed; or again, an induction machine
may be placed on the locomotive and put into motion by a rotary steam engine or
by an ordinary cylinder engine. The employment of induction machines equally
allows of the brakes being automatic.
For charging or priming these machines it will be well to add a small magneto
electric machine with permanent magnet, which will be actuated by the axles of the
van, and if required can be arranged on the same shaft as the large machine. This
Emall additional machine will furnish a current all ready for changing the direction
of the action. It will work as a relay pile for producing the automatic action of
the brakes, any breakage of the coupling having the effect of closing the circuit
which acts on the electro magnets of the brakes.

page_text: "
SPECIFICATION in pursuance of the conditions of the Letters Patont filed
by the said John Clayton Mowburn in the Great Seal Patent Office on the
16th December 1880.
JOHN CLAYTON MEWBURN, of 169, Fleet Street, in the City of London, Patent
Agent and Consulting Engineer. "IMPROVEMENTS IN ELECTRIC APPARATUS FOR
WORKING RAILWAY BRAKES." (A communication from abroad by Ferdinand
Auguste Achard, of Paris, France, Engineer.)
This Invention relates to electric apparatus for working railway brakes, and
more particularly to the apparatus described in the Specification of Letters Patent
granted to François Ferdinand Auguste Achard, dated the 9th April 1877,
No. 1387, and it consists of improvements in the construction and working of the
electric apparatus so as to render the system completely practical and absolutely
certain.
The leading or characteristic features in the present improvements are as
follows:-
First. If the driver or guard of the train works tho commutator in order to put
the brakes of tho vehicles of a train into action, the two extremo piles placed, the
one in the front van and the other in the rear van, both send their current into the
electro magnets of all the carriages; thus if the tension of one of the currents
diminishes gradually in intensity by going further from the pile which engenders
it, cach vehicle will none the less receive an equal quantity of electricity by the
addition or combination of the two currents arising from the simultaneous action
of the two piles because the intensitics of the two pilos progress or vary in an
inverse sense.
Second. The brake apparatus works automatically. In case of a coupling
breaking the current is immediately closed for the two separate parts of the train,
and the brakes act instantaneously.
Figure 1, Sheet 1, of the accompanying Drawings is a sectional elevation of a
wagon frame fitted with apparatus in accordance with this Inveniion; Figure 2 is
a plan; and Figure 3 an end view. The ordinary brake levers a, which act on
the blocks b, are fitted at their ends with grooved pulleys c, over which passes &
chain d, the end of which is fixed at d. To this chain are attached two others c,
carried obliquely, which are wound several times over a drum f suspended under
the carriage frame. These chains e afterwards pass over guide pulleys g, and their
ends are attached to the axis h of the electro magnet A. Or the guide pulleys 9 may
be dispensed with, and the chains e led directly from the drum f to the axis of
the electro magnet A. This electro magnet has at each end a disc i, which is
intended to touch the axle and be rotated by it by friction when the current is
sent. The magnet is suspended to the carriage frame by rods j and spring plates /
of steel, covered with copper, constantly tend to separate the electro magnet from
the axle. It is by these spring plates that the current is transmitted to the
electro magnet. At the upper end of each plate kabuts a wire, which is attached
to the general conductor which extends the whole length of the train, so that each
electro magnet of the train is supplied by derivation from the main circuit. When
a current from the pile P is sent into the main circuit the electro magnet A is
attracted towards the axle B, and is made to turn, being driven by friction; the
chains e wind upon the axle of the magnet and raise the brake levers a. As
soon as the current ceases the levers fall by their own weight and the brakes are
released.
Figure 4 shows the Invention applied to a tender. When the brake is applied
the winding of the chains c has the effect of raising the large lever G, which causes
the blocks to bear against the wheels by means of the rods Af and the supports k.
In order to regulate at will the application of the electric brake, I place near the

page_text: driver (Figure 4) a regulator R', which, according to its position, offers a greater or
less resistance to the passage of the current, and the intensity of the current is
thus more or less weakened. In the tender the chain can be extended, as shewn,
to a pulley fixed on a prolongation of a shaft A', which the driver can turn by a
hand wheel, so as to work the brake by hand.
Figure 1, Sheet 2, is a plan view on a smaller scale representing the whole
apparatus or system as fitted to a train. Only the two vans and an intermediate
wagon are shown.
In each of the vans are two piles D and E, a commutator C, and a relay R. Two
wires x, x', (drawn in full lines) aro carried the whole length of the train for
transmitting the electric current from the pile D, which should supply the electro-
magnets A. Two other wires y, y', (drawn in dotted lines) put the two piles E in
opposition, that is to say, they put into respective communication the positivo poles
and the negative poles of these piles. These communications aro established by
means of a circular commutator, represented separately in end view in Figure 2, and
in plan in Figure 3, Sheet 2. Figuro 4 represents the development of the cylinder
to show the contacts and communications. This, commutator is composed of a
wooden cylinder F capable of turning in supports G fixed to a platform H. This
cylinder can be turned at will either by means of rods or cords I, I', (see-Figure 4,
Sheet 1) operated by the driver, or by means of a hand lever I" or other suitable.
device operated by the guard. The cord I' on which the driver should act to send
the current is fixed at its end to the tender, so that if the coupling between the
tender and the van should break or part the cord will stretch and act on the
commutator. On one of the faces of the commutator the cylinder carries two-
copper plates 1, 7, for putting into communication the copper picces m, m³, m, m³,
fixed to the studs n, n', n, n', where the wires from the pile D'and the wires a, a,
terminate. The commutator therefore occupies the position shewn in Figuros 2
and 3, Sheet 2, when it is wished to send a current into the wires x, x¹. The
cylinder also carries a bent plate o and a metallic strip o¹. When it is wished to
release the brakes the commutator is turned in the direction of the arrow, Figure 3.
When the picces m, m³, m, m³, touch the bent plate o and the metallic strip o' an
inverse current is sent through the line, which destroys the permanent magnetism;
and the brakes are released; in a very little timo after, all current is interrupted.
On the other face the commutator carries 5.studs, and the cylinder is fitted with
plates p, p, with a bent piece q, and with a plate q. At the stud 1 the positive
wire from the pile E of the front van terminates; the stud 2 communicates with
the positive pole of the pile E of the rear van through the intermediation of the
commutator in this van. When at rest the plates of the studs 1 and 2 are in
communication through the plate p. In like manner the studs 4 and 5 com-
municate through the plate p'. The two. positive and negative poles of the two
front and rear piles E are therefore in communication; they are in opposition, and
consequently without effect. The stud. 3 is in coinmunication with the negative
pole of the pile E, and a relay R is placed on the wire, which makes the stud 4
communicato with the negative pole. This relay is not actuated, as the piles are
3 in opposition, but when the commutator is turned we have already seen what takes
place in the wires a, a'. On the other hand communication is made between tho
studs 2 and 3 through the plate q', and between the studs 1 and 5 through the
bent piece q. There is therefore communication between the positive pole of the
rear pile E and the negative pole of the corresponding front pile, and reciprocally
the negative pole at the rear communicates with the positive pole at the front.
The two piles E at front and rear are united in tension, and a current circulates
through the wires y, y'; as the rear commutator has not been touched the rear
relay_is.submitted to the action of this circuit and enters into action.-At-the-front
the rotary movement of the commutator has insulated the front relay, so that this
is not submitted to the action of the current from the piles E at front and rear. In
order that the working of the apparatus may be more readily understood it is
supposed to be at rest in Figure 1, Sheet 2, and in action in Figure 1bis. In

page_text: normal working no current passes into the wires x, x², of the electro magnets, and
the wires y, y', put the piles E at front and rear in opposition. If one of the
commutators, either the front or rear, be turned, there is immediately sent into
the wires x, x', a current from the pile D placed near the commutator operated
upon, and at the same time the relay in the same van is insulated, and the piles E
at front and rear are coupled in tension by the wires y, y. The relay opposed to
the commutator acted upon receives the current from these piles E, enters into
action, and closes the circuit from the pile D situated in the same van. The two
piles D therefore both send simultaneously current into the electro magnets A,
which thus receive the same quantity of electricity.
The relay which is employed by preferenco is arranged as shown in elevation in
Figure 5, in side viow in Figure 6, and in plan in Figure 7. It is composed of a
horse shoo electro magnet. K, through which circulates at the proper time the
current from the piles E. Opposito the poles of this magnet is an armature J,
which oscillates on the point o¹, and carries a cross piece of an insulating material 7.
To this aro fixed contacts r', which close the circuit between the wires coming from
the pile D, and those which lead to the line wires x, x¹.
In order to make the connections between the vehicles I employ the arrange-
ment represented in vertical section in Figure 8, and in plan in Figure 9. It
consists of two wooden supports L, M, one of which encloses one of the ends of
each of the wires and y; each of them terminates in a round rod 8, which is held.
in a jointed spring nipper t, t', in the support L, which is fixed under the vehicle.
To establish the communication it is sufficient to push the support M against the
support L, so that the rods s engage in the nippers t, t; they can be separated by
forcibly pulling them apart. The nippert which unites the lengths of the wire y
is arranged so that if the rod 8 is drawn away in case of the couplings breaking,
for example, it makes contact with a copper plate u. The two copper plates u at
the same end of a vehicle are connected transversely by a wire; it will therefore
be understood that in case of the couplings breaking the opposition of the two
piles E will instantaneously cease, and the circuit from the pile E of each of the
parts of the train will be closed by the said transverse wire, the two relays at front
and rear will enter into action, and each of them will send into the electro-magnets
of the part of the train which corresponds to it the current from its pile D;
consequently all the brakes will be applied.
The electric piles employed are by preference those of the "Planté " system,
Instead of employing piles as the source of electricity for operating the brakes,
magneto electric and dynamo electric induction machines can be employed, worked
by the wheels of the vans in which they are placed; or, again, an induction machine
may be placed on the locomotive and put into motion by a rotary steam engine or
by an ordinary cylinder engine.
Figures 10 and 11 shew in side view and plan a magneto electric machine N
suspended to the wagon frame by supports 0; it carries pulleys P which como
into contact with the pulleys P1, P1, keyed on the axle. The machine is moved
to or from the axle at will; by means of the hand lever Q the electric current is
produced or interrupted.
Figures 12 and 13 shew in side view and front elevation an arrangement in
which the machine is fitted above the frame on a shaft S carrying a cono T
connected by a strap to the cone T'. This receives, when desired, the movement
of the axle against which it is pushed. The cones T, T', permit of the speed of the
magneto electric machines being varied, or, more correctly, the strap which connects
the cones is shifted according to the speed of the train.
The employment of induction machines equally allows of the brakes being
automatic.
For charging or priming these machines it will be well to add a small magneto
electric machine with permanent magnet which will be actuated by the axles of the
van, and if required can be arranged on the same shaft as the large machine. This
small additional machino will furnish a current all ready for changing the direction

page_text: of the action. It will work as a relay pile for producing the automatic action of
the brakes, any breakage of the coupling having the effect of closing the circuit
which acts on the electro magnets of the brakes..
-And having now-described the nature of the said Invention, and in what manner
the same is to be performed, I declare that I claim as the "Improvements in Electric
Apparatus for Working Railway Brakes,”-
First. The arrangement, substantially-ns hereinbefore described and shewn in the
Drawings, by which the two piles at the ends of the train are permitted to act
simultaneously on the electro magnets of the vehicles'in such manner. that all the
electro magnets receive the same quantity of electricity whatever be their position
in the train.
Second. The employment, for the purpose of producing the said simultaneous
action of the two piles, of a commutator which closes the circuit of the pile placed
near it, and acts on the relay situated at the end of the train and intended to close,
the circuit of the second pile, substantially as hereinbefore described and shewn in
the Drawings.
a
Third. The arrangement at the two ends of the train of piles placed in opposition
which are coupled in tension when one of the commutators is acted on, and the
current of which acts on the relay opposed to the commutator which has been
acted on, substantially as hereinbefore described and shewn in the Drawings.
Fourth. The automatic action of the brake in such manner that in case the
coupling breaks or parts the two relays are actuated, and each of them closes the
circuit of the pile of the brakes of the corresponding part of the train, substantially
as herein before described and shewn in the Drawings.
Fifth. The arrangement and fitting, of the apparatus in such manner that the
two ends of the train are entirely symmetrical, substantially as hereinbefore
described and shown in the Drawings.
Sixth. The construction and suspending of the electromagnets which are each
supplied by derivation from the current sent along the whole length of the train,
substantially as hereinbefore described, and shewn in the Drawings.
Seventh. The arrangement of the commutator for acting simultaneously on the
piles of the brakes and on the piles of the relays situated at the end of the train,
substantially as hereinbefore described and shewn in the Drawings.
Eighth. The arrangement of the relays, substantially as hereinbefore described
and shewn in the Drawings.
Ninth. The mode and devices for connecting the wires between the wagons
arranged so as to automatically close the circuits of the piles of the relays in case
of the coupling breaking or parting, substantially as herein before described and
shewn in the Drawings.
Tenth. The employment as the source of electricity for working railway brakes
in the manner herein before described, of electric piles, or of induction machines,
with or without charging or priming machines, substantially as herein before
described with reference to the accompanying Drawings
In witness whereof, I, the said John Clayton Mewburn, have hereunto set
my land and seal, this Sixteenth day of December, One thousand eight