CERTAIN IMPROVEMENTS IN BRAKES AND COUPLINGS FOR RAILROAD CARS
Year: 1874

page_text: ETTERS PATENT to Henri Adrien Bonneville, of the British and
Foreign Patent Offices, 18, Rue de la Chaussée d'Antin; Paris,
France, and 6, Piccadilly, in the County of Middlesex, Patent Agent,
for the Invention of "CERTAIN IMPROVEMENTS IN BRAKES AND COUPLINGS
FOR RAILROAD CARS."-A communication from Henry Emil Marchand,
residing at Pittsburgh, County of Alleghany, State of Pennsylvania,
United States of America, Engineer.
.
COMPLETE SPECIFICATION filed by the said Henri Adrien Bonneville
at the Office of the Commissioners of Patents, with his Petition
and Declaration, on the 4th April 1874, pursuant to the 9th
Section of the Patent Law Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRI
ADRIEN BONNEVILLE, of the British and Foreign Patent Offices, 18, Rue
de la Chaussée d'Antin, Paris, France, and 6, Piccadilly, in the County
of Middlesex, Patent Agent, send greeting.

page_text: WHEREAS I am in possession of an Invention for "CERTAIN IMPROVE-
MENTS IN BRAKES AND COUPLINGS FOR RAIOLROAD Cars,” communicated to me
by Henry Emil Marchand, a person resident at Pittsburgh, County of
Alleghany, State of Pennsylvania, United States of America, Engineer,
and have petitioned Her Majesty to grant unto me, my executors,
administrators, and assigns, Her Royal Letters Patent for the same,
and made solemn Declaration that it is a communication.
NOW KNOW YE, that I, the said Henri Adrien Bonneville, do hereby
declare that the following Complete Specification, under my hand and
scal, fully describes and ascertains the nature of the Invention, and the
manner in which the same is to be performed, reference being had to
the accompanying Drawings, and to the figures and letters marked
thereon, that is to say :-
The first part of this Invention. relates to that class of car brakes
which are operated by atmospheric pressure, and it consists in the com-
bination of a valve or cock having two ports, one communicating
directly with a cylinder containing an air pump, and the other leading
into a cylinder containing a piston that is connected with the brakes,
said valve being subjected to the action of a spring and of a cord, ropë,
or chain, in such a manner that when said cord is taut or strained, the
brakes are taken off, and when the cord becomes slack either by
loosening the same by hand or through the separation of the cars the
brakes are automatically applied by the pressure of the air upon the
piston connected with the brakes.
The Invention further consists of an automatic releasing and engaging
device combined with the connections between the car axle and the
air pump piston in such a manner as to connect and disconnect the
pump from the axle whenever the pressure in the air chamber has
reached a certain limit.
The Invention further consists in the combination of a sleeve, a spring,
and a bolt or pin with the notched stem of an eccentric and a lever
that operates the air punip piston, the said pump being operated through
the medium of devices which receive their motion from the axle of the
car and so constructed and arranged that whenever a requisite amount.
of air has been compressed in the receiver the pressure of the same will
act upon the piston, forcing it out beyond its usual stroke, raising the
pin or bolt out of the notch of the eccentric stem, thus disconnecting

page_text: the sleeve and allowing the stem to reciprocate the sleeve without
operating the lever connected with the pump, in which position the
pump remains silent until the air pressure has decreased by its utilisation
in applying the brakes, or otherwise, when the pump piston is drawn
inward, at which instant the pin is forced by the spring into the notch
in the eccentric stem, thus connecting the sleeve with the stem ready,
for pumping.
The Invention also consists in forming the brake cylinder and air
receiver in one piece, or casting the same, being separated by a contral
partition or licad, and the latter enclosing the pump cylinder so as to
form an annular surounding space or air receiver.
The Invention further consists in forming the air pump cylinder in
one piece with its outer lead, and in attaching thereto a rear head
provided with a valve for admitting air to the surrounding receiver, and
with a lower air port arranged in line with an air inlet tube in the air
receiver, the pump cylinder being so constructed otherwise that it may
be inserted into tlie air receiver, being retained in position by internal
flanges, and by its outer head which also forms the head of the air
receiver.
In the accompanying Drawings Fig. 1 is a longitudinal sectional view
of a car truck having the improved air brake mechanism applied thereto.
Fig. 2 is a top view of the air pump, air receiver, and brake cylinder,
partly in section.
Fig. 3 is a detail view of the automatic pump disengaging devices.
Fig. 4 and 5 are detail views of a modified form of the air distributing
valve or cock.
Fig. 6 is a detail view of the eccentric on the axle and modified form
of the yokes with its stem, and Fig. 7 is a detail view showing one
of the various modes which may resorted to for connecting and
disconnecting the slide with the reciprocating stem operated by the
eccentric.
The letter A designates the ordinary truck or plateform of a railroad
car to which is attached in any suitable position or place an air com
pressing pump B and brake cylinder C. A cylindrical air receiver D
surrounds said pump B and is generally formed in one piece or acting

page_text: with the bracke cylinder, a partition or head E separating the two from
each other. To the air receiver and brake cylinder there is applied a
valve chest P provided with two ports or openings G, G¹; communicating
respectively with the air receiver and brake cylinder and provided also
with an additional opening or orifice H communicating with the
external atmosphere. The cylinder of the air pump is formed in one
piece with its outer head E¹, said head serving also to close the end of
the air receiver, the shell of the pump being arranged within the latter
and supported by suitable means in proper respect to the partition E so
as to form a space between its rear head and the partition for the exit of
the air from the cylinder.
K is a short tubular extension of the air receiver which is open at its
lower end and contains a suitable valve a which is designated to supply
fresh air to the pump cylinder. The upper end of the air inlet tube K
is provided with a serrated or notched inlet port communicating with the
air pump cylinder so as to offer no obstruction to the passage of the air
into the latter when the valve a is drawn upward by the succion in the
cylinder.
A suitable valve b is located in the head I of the pump which
serves to permit the escape of the compressed air from the pump
cylinder into the surrounding annular chamber or air receiver D, but
• prevents its return to the interior of the pump in the reverse stroke of
the piston.
L designates the piston and rod of the air pump, the outer end of said
rod being provided with suitable collars c, c, to which in the present
instance is applied a plate d secured in position by set screws so as to
prevent the piston rod or collars from turning.
M is a lever centrally pivoted to a suitable bracket or hanger N'
applied to the car truck and provided with a bifurcated upper end which
embraces the piston rod between the collars c, c, to hold the piston rod
in position with respect to said lever, said lever and bracket are
provided with a series of holes so as to enable the lever to be adjusted
for varying the stroke of the piston. The lever M will be formed with
an cyc or opening through which passes loosely a stem or rod N
carrying at its rear end a sectional yoke N¹ which fits loosely around an
eccentric O located on the axle of the car. Said eccentric is composed
of two sections or halves, the adjoining faces of which are provided with

page_text: dovetail tongues and corresponding grooves d³ so as to enable the
eccentric to be applied to the axle without removing the wheels; said
tongues and grooves interlock when the sections are placed together,
and, if desired, set screws or other suitable means may be employed at
the junction of the two halves for preventing their accidental separation.
The yoke N' encircling the eccentric is made in two parts hinged at
one end and connected at the other by flange or bolts. In some
instances an open rectangular frame N2 as illustrated in Fig. 6 of the
Drawings, may be employed which is to embrace the eccentric and axle,
and is provided with friction rollers e, e, at its opposite ends, which
rollers may be constantly in contact with the periphery of the eccentric
or alternately brought in contact with the same, the action being
governed by the length of the bars composing the frame. The journals
of the rollers e, e, are preferably loosely mounted in their seats and
subjected to the action of an elastic cushion or spring in their rear, so
that the said rollers will bear upon the periphery of the eccentric at all
times and compensate for wear.
"
The rotation of the car axle serves through the medium of the
eccentric to impart a reciprocating movement to the stem or rod N which
will cause the lewer M to vibrate upon its fulcrum for reciprocating the
air pump piston. The air entering the cylinder of the said pump through
the valve a is compressed by the movements of the piston and passes
out through the valve 6 into the surrounding air receiver or cylinder D.
Some means are used for automatically disengaging the pump mechanism
when a requisite amount of air pressure is attained in the cylinder so as
to prevent injury to the operating mechanism and their disengagement;
this may be effected in various ways depending in every instance
however upon the air within the cylinder after the same has been com-
pressed to the desired extent for accomplishing the desired result.
It will be perceived that when the air is compressed to the limit
which the cylinder and receiver is supposed to carry, it will force the
piston towards the outer head of the pump, thus throwing the lower
end of the lever in a rearward direction, causing it to release a disen-
gaging or clutch mechanism constructed substantially as herein-after
described.
Upon the stem or rod N, deriving a reciprocating motion from the
eccentric on the car axle, there is arranged a sleeve P in rear of which
encircling the stem is located a spiral or other spring Q which exerts a

page_text: constant forward pressure upon the sleeve for causing a catch or bolt S,
carried by a bent spring tongue R to enter a notch or opening V in the
stem N. When the air pump is in action to compress the requisite
amount of air said sleeve is locked to the stem as above described;
but as soon as the limit of the air pressure is reached in the receiver
the outward movement of the piston will exceed the usual stroke, forcing
outwardly the upper end of the lever and inwardly the lower end to a
greater extent than when pumping, said lower end of the lever then
pressing upon a cam or cone-shaped collar T with greater force than
usual; by reason of the increased resistance of the air in the receiver,
thus raising the spring which has a sufficient tension to act on the pump
lever under ordinary circumstances, and with it the coupling pin from
the notch in the stem N, hence disengaging the sleeve P, forcing it back
on the stem, and covering or passing over the notch, the stem being
left free to reciprocate through the eye of the lever, said lever and
piston remaining silent. In this position the sleeve is held on the stem
with the spring Q'compressed, and the locking bolt out the .notch
until the pressure of the lever is removed by a decrease of the air
pressure in the receiver, due to its discharge in applying the brakes.
when the spring Q forces the sleeve and cam with the lever outwardly
upon the stem, and the pin automatically engages with the notch in the
stem and locks the sleeve in position ready to vibrate the lever and
reciprocate the piston for charging the air receiver. The cone or cam-
shaped collar when employed for disconnecting the sleeve from its stem
is made of such a shape and relatively arranged in respect to the spring
tongue of the catch bolt that it will raise the same to a sufficient extent
and yet only engaged with the front extremity of the same, so as to
prevent it from being locked or retained by the spring in contact with
the sleeve when the pump operating lever vibrates forward, due to the
removal of the air pressure in the receiver, as it is essential that said
cone shall be impelled forward by the spring pressed sleeve for per-
mitting the bolt to enter its receiving notch at the very moment that the
air pressure is removed from the receiver, so that the pumping action
may instantly occur.

page_text: a toe or horizontal prolongation M3 which is arranged in such respect to
the spring tongue R and catch bolt S, that when the air pump is in
action, and the operating lever in the position incidental to the pumping
operation, the spring tongue which either carries or bears upon the catchi
bolt will retain the same in the notch in the stem until the moment when
the air pressure has forced the piston rod outward to its full extent,
when the lewer will turn or rock upon its lower fulcrum point, thus
elevating the toe of the same and consequently raising the catch bolt
from the notch in the stem and retaining it in this elevated position, the
stem simply reciprocating through the sleeve until the pressure in the
cylinder is lessened by discharging the air in applying the brakes, when
the catch bolt is immediately restored to its original position for again
locking the sleeve to the stem for vibrating the lever. to reciprocate the
pump piston.
As the Invention depends upon the employment of a taut cord or
chain for removing the brakes, and of a loosened cord for applying the
same, a valve V' may be combined with the air receiver D and brake
cylinder C, which is provided with two ports, which are caused to com-
municate with the ports leading into the air receiver and brake cylinder,
so as to convey air from the former into the latter for operating the
brakes through the medium of a piston g operating in said brake cylinder.
The valve Vis made hollow, as shown, so as to receive the air within
the same through one port and to discharge it through the other into the
brake cylinder.
The series of valves throughout the entire length of the train are con-
nected together by means of a cord, chain, rope, or rod W, the forward
end of which is conducted to the engineer's cab or other suitable place,
where it is secured; said cord, chain, rope, or rod W may be conducted or
guided under, over, or at the sides of the car or cars, either upon the
inside or outside, and is connected between each car by suitable con-
nections so as to be in a taut or strained condition, the front end being
attached to a spiral, coiled, or other spring carried by a lever arranged in
the engineer's cab, which spring will compensate for the motion of the
cars and retain the cord or rope in a taut or strained condition, so that
when the cord or rope is in such strained state the brakes are taken off
the wheels and no air is admitted to the brake cylinder, but as soon as
the cord is loosened, either by the engineer or through the separation of
the cars, the valve is automatically brought into position for delivering.
.

page_text: air to the brake cylinder by means of a spring x, which encircles the stem,
or is otherwise arranged in respect to the valve, and the pressure of
which is so regulated as to throw the valve in the proper position
when the cord is released, separated or severed, from any cause
whatever.
In view of the fact that a supply of air always exists in the air
receiver and pump, means are provided for readily and effectually
applying the brakes almost instantaneously and with security, certainty,
and comparative ease and facility; and as each car is provided with an
air reservoir and brake chamber the force of air is not lost by transmission 1
through pipes.
Instead of the slide valve above described a rotary valve or two-way
cock V¹, shown in Fig. 4 and 5, arranged and operating in the same
manner as the slide valve may be employed, but provided with a grooved
face plate for receiving and guiding the rope or cord, and with a coiled
spring for turning the same.
The brakes are removed as soon as the valves are turned or moved to
arrest the air supply, as the exhaust air then passes out of the brake
cylinder through the end opening H in the valve chest.
In connection with the air compressing and relieving devices as above
described any known form of construction of brake mechanism will be
employed, and in the present instance a rising and falling brake which
These brakes are
operates in a satisfactory manner is exmplified.
arranged between the wheels of the truck, and are composed of two
rising and falling bars X moving in suitable guides and formed in one
piece with brake shoes X', or the latter may be separate and pivoted to
the lower ends of such bars. The upper ends of the latter are connected
by a horizontal bar or plate X2, against which bears a transverse rock
shaft Y carrying cams or projections, which when properly presented by
the movement of the rock shaft will raise the bars X to apply the brake
shoes to the wheels. The rock shaft employed in connection with the
wheels at the end of the car where the brake cylinder is located is
provided with lever arms Z, Z, connected respectively with the piston
rod and with the other rock shaft at the opposite end of the car by a
connecting rod Z".
A rising and falling brake constructed according to the plan proposed,
of the onomsting dovines or rook shaft

page_text: will be more effective and reliable in use than the brakes heretoforc
known for the reason that only a limited movement of the brake shoes is
requisite to apply the same to the wheels or to remove them from the
latter, and furthermore the rock shafts bearing directly upon the bars or
frame of the shoes no power is lost by transmission through intermediate
devices.
· An atmospheric car brake constructed according to the present
Invention is deemed to be extremely qualified for arresting the move-
ment of trains of cars with dispatch and certainty, and as each car is
supplied with a constant supply of air under pressure no danger need to.
be apprehended when any of the cars separate, for they are immediately
stopped by the release of the valve mechanism which causes the.air to.
instantly act upon the brake mechanism for applying the same to the
wheels; and further if a car be accidentally detached and not have the
requisite amount of air compressed in the reservoir to apply the brakes,
the pumping action will continue while the car is running, and thus
charge the reservoir, and from thence pass into the brake chamber, and
apply and retain the brake in such position.
The second part of this Invention relates to a car coupling which
consists of an arm or trigger stepped into a recess or scat formed in
the bottom of the drawhead and capable of vibrating forward from a
vertical position by its own gravity, so as to cause its upper end to
engage with a shoulder on the coupling pin when the same is in an
elevated position for supporting the same, until the connecting link of
an opposite car enters the drawhead when the trigger is pushed back
from the coupling pin, thus permitting the same to descend through the
link, whereby the coupling operation is accomplished. The coupling
pin is provided with an enlarged lower end and with lateral ribs which
operate in ways or grooves formed in the drawhead, and it is furnished
with a ring for maintaining the coupling pin in elevated position. The
gravitating trigger arm is provided with a beak or projection to enter a
recess on the coupling pin, so as to lock the same in position when the.
coupling link is drawn forward. In the drawhead is an arched or
covered recess arranged behing the coupling pin for receiving the upper
end of the trigger arm, the object being to prevent the entrance of snow
or dust and to properly guide the trigger arm.
In the Drawings, Fig. 8 represents a longitudinal section of the car
coupling, showing the devices in position for coupling; Fig. 9 is a

page_text: longitudinal section of the same, showing the devices in position after
the coupling operation is accomplished; Fig. 10 is a detached view of
the coupling pin; Fig. 11 is a detached view of the trigger arm;
Fig. 12 is a view of the coupling link.
The drawhead A is generally formed in one piece and may be made
of cast iron, steel, or malleable iron, and for the sake of lightness and
convenience be formed with open sides. The coupling B, which slides
vertically through the drawhead, is provided with ribs on its sides which
enter guide grooves in the side wall of the drawhead. The lower end.
of the drawhead is enlarged laterally and has a portion of its rear
surface cut away to form a shoulder C, for the purpose herein-after
stated; an opening D in the floor of the drawhead is made to enable
the pin to be inserted through the same, a suitable link or ring U being
then applied to its upper end for limiting the descent of the pin. A
vibrating or gravitating trigger arm E is arranged within the drawhead
and has its lower end inserted or stepped into a scat F in the floor of
the drawhead immediately in rear of the coupling pin. The lower end
of said trigger arm is made of a curved shape to permit it to oscillate
in its seat, and it is further provided with a straight rear side E', which
limits its backward movement. The upper end of the trigger arm is
provided with a beak or projection H, which, when the coupling pin is
elevated, will by its inherent gravity be caused to engage with the lower
end of the pin and retain it in an elevated position until the entrance
of an opposite drawhead link will cause it to be thrown back and permit
the pin to fall when the coupling is made.
The coupling operation is accomplished by elevating the pin B until
it reaches the limit of its upward movement when the trigger arm will
engage with the shouldered end C of the coupling pin, as show in
Fig. 8. The coupling link of an opposite car upon its entrance into the
drawhead will by its impact against the trigger arm force the same
backward, thus removing the support of the coupling pin and allowing
the latter to descend through the opening D in the floor of the draw-
head. At the same time the lip K on the coupling ring will enter the
recess or scat F, Fig. 9, which prevents. the backward movement of the
link when it comes in contact with the trigger arm E of an opposite car.
An arched and covered recess G in the top of the drawhead serves to
receive and guide the upper end of the trigger arm Ę and to protect the
coupling devices against snow, dust, or rain.

page_text: 5. The brake cylinder, air receiver, and air-pump cylinder combined
in one and the same casing, substantially as described. .
With relation to Figures 8 to 12 inclusive,―
1. In a car coupling a vibrating trigger arm Ę in combination with
the coupling pin B, said .trigger arm serving to retain the coupling pin t
in an elevated position, substantially as shown and described.
2. The arrangement of a beak or projection H on the trigger arm E
to engage with a recess M in the coupling pin, substantially as and for
the purpose set forth.
3. The drawhead provided with a covered arched recess in its top 1
arranged in respect to the vibrating pin support E, substantially as and
for the purpose shown and described.
In witness whercof, I, the said Henri Adrien Bonneville, have
hereto set my hand and seal, this Thirty-first day of March,
in the year of our Lord One thousand eight hundred and seventy- 1
four.