IMPROVEMENTS IN METHODS OF OPERATING ELECTRIC BRAKES FOR RAILWAYS
Year: 1887

page_text: I, ELIAS ELKAN RIES, of the City of Baltimore, in the State of Maryland, United
States of America, Electrician, do hereby declare the nature of my invention for
"IMPROVEMENTS IN METHODS OF OPERATING ELECTRIC BRAKES FOR RAILWAYS," and
in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-
In electric brake apparatus heretofore used considerable difficulty has been met
with in operating the brake devices, owing to the abruptness with which the brakes
are applied, when the brake magnet circuit is closed, and the sudden concussion and
strain upon the moving portions of the brake mechanism, due to the immediate
application of the entire energy of the brake actuating current.
usually encountered in brake apparatus of this class is, that no provision is made for
Another objection
increasing and diminishing the power exerted by the brake shoes upon the periphery
of the car wheels.
The object of the present invention is to overcome these difficulties, so that the
brakes may be gradually applied and their power held under complete and perfect
control, and I attain this object in a simple, practical and efficient manner, by means
of the method hereinafter described and claimed.
The drawing accompanying this specification shows an elevation of the running
gear of a portion of two cars with the brake mechanism and the solenoids or electro-
magnetic devices for operating said mechanism attached, and a diagram view of the
operating circuits and the regulating or current transmitting apparatus preferably
employed, which apparatus is more fully described in a separate specification No. 1570
bearing even date herewith.

page_text: Referring to the drawing, 1, 2, 3, 4, 5, 6, 7, 8, 9, is a diagram representation of a
storage or secondary battery, the cells of which are preferably connected in series.
The connection with the brake or working circuit is made from the terminal of cell,
of the secondary battery through the wire n, to the brake electro-magnets or
solenoids T, (which may be either connected in series, as shown, or in multiple are or 5
parallel,) then back by wire to the curved contact plate M. or the regulating
apparatus. From this point the circuit is completed through the circuit closing or
switch lever I, (said lever being provided with a handle J and a segment pawl K by
means of which, respectively, it can be moved and retained in any desired position
over the contact plate M.) then through the shaft B, through the pivoted contact arm
or lever
and thence through one of the contact points d, to the terminal of the cell
with which such point is connected.
A portion of the current flowing through the brake devices and the circuit wires n
and is diverted and caused to flow through a solenoid F,.that is placed in a derived
circuit and forms part of the regulating apparatus. Directly opposite the solenoid is
a dashpot or regulating cylinder G, whose function is to regulate the motion and
prevent the too rapid entrance of the core into the solenoid when the latter is
energized. A spiral spring H, serves to return the contact lever c, together with the
core and piston rod g, which are firmly secured to the contact lever, to their normal
position, so that the lever c will rest upon the first contact to the left, when no
current is passing through the solenoid F.
The operation of the devices as far as described is as follows:-When the circuit
closing lever is moved from its normal (open) position on the left of the apparatus
to a point on the curved plate M, say to the extreme right of the apparatus, only the
current from the first cell of the secondary battery will flow through the brake circuit.
The solenoid F, however, being now energized to a certain degree by the derived
current passing through it, now begins to attract the core f, and moves the contact
lever c to the second contact point, thus throwing two cells into the brake circuit and
proportionately increasing its own force.
This process continues, each individual cell thrown into the brake or working
circuit also increasing the force with which the core f is drawn into the solenoid, but,
as the dashpot is adjusted to limit and regulate the rate of motion of its piston rod,
'the movement of the contact lever across the face of the contact points d is rendered
uniform, and additional cells are thrown into the brake circuit until the entire battery
is included therein. If, however, it is not desired to send the entire strength of the
battery into the brake circuit, all that is necessary is to move the switch lever I along
the curved contact plate M, but not so far to the right as before, it being retained in
position by the segment pawl K. The operation will then be the same as before
except that when the lever c has moved forward sufficiently it will come in contac
with a projection on the lever I and its further motion thereby arrested. In thi
manner, it will be seen, the current transmitted to the brake circuit and to th
translating devices located therein, is not only gradually applied and the brak
mechanism thereby protected from undue strain and consequent wear, but the strengt
of the current to be transmitted can be accurately adjusted and can be varied at wi
to suit any emergency. Furthermore, the length of time required for the current i
the brake circuit to reach its maximum strength is directly dependent upon t
adjustment of the dashpot or governing device, and this can be so arranged that th
application of the brakes will not only always be uniform, but produce the best resul
in the shortest space of time. In practice, the regulating apparatus is placed in t
cab of the motor car, if the car is used as a motor, within convenient reach of t
driver or person in charge, and the cells of the secondary battery are likewise carri
in a suitable position on said car, the connections with the brake devices, if more th
one car is used, being made in any desirable manner, this feature of the circ
arrangements forming no part of my present invention. It will be readily unde
stood that instead of connecting the cells of the storage battery in series, they m
be arranged in any other suitable manner, and the connections with the regulati

page_text: apparatus can be so made as not to interfere with the use of the battery for other
purposes, such for instance as for electric lighting.
The means employed for charging the battery will differ according to the additional
uses to which it is to be put, and according to the kind of railway upon which it is
5 operated. One method of accomplishing this object in the case of electric railways is
shown in another specification No. 1570 bearing even date herewith.
It may sometimes be preferred, especially in the case of electric railways of that
class in which one or more conducting rails or contact surfaces are employed to
convey the propelling current to the motors from one or more generating stations, to
0 dispense with the secondary battery and operate the brake devices from the current
that operates the motors. When this method is employed, the operation of the
regulating or current transmitting apparatus remains the same, but a series of
resistances is used in place of the secondary battery and a few slight changes made in
the connections, which will now be described.
Referring to the drawing, let 1, 2, 3, 4, 5, 6, 7, 8, 9, represent a suitable resistance,
connected at regular intervals with the contact points d, as shown. The wire n in this
case connects with the plate M, as indicated by the dotted lines, and the wire n'
connects with the terminal of resistance marked 9.
R represents the electro-dynamic motor, which in the organization now being
described, would be located on the motor car. The connection between the motor and
the conductors extending along the line of way is not shown in the present drawing,
but may be made in any well known or desirable manner.
C
The brake circuit wire n' is opened at any suitable point and connected by means
of the wires N, N¹ with the conducting wires s. s, leading to the motor, preferably in
the manner shown, so as to be in a derived circuit or in multiple are with the motor.
Now, when the contact lever c is in its normal position at the left, and the circuit is
closed by moving the switch lever I to the right, as before, all the resistance, from
2 to 9, will be included therein. This will make the resistance of the circuit so large
in proportion to the resistance of the motor circuit that only a comparatively weak
current will at first flow through the electro-magnet brake devices and through the
actuating solenoid F. As the contact lever c is inoved forward under the influence of
the solenoid F, it gradually diminishes the resistance of the brake circuit by throwing
out additional portions of the total resistance, thereby causing a corresponding increase
in the amount of current flowing through the brake circuit and in the power developed
by the electro-magnet brake devices. This operation is automatically continued, unless
intentionally interrupted or stopped by the position of the hand lever J, until the
contact lever has reached the end of its travel and cut out all the artificial resistance,
whereupon the resistance of the brake circuit, and the greater portion of the current
will in consequence be diverted from the motor circuit into the brake circuit. In this
manner the brakes are not only operated with constantly increasing force until they
re applied to their fullest extent, but the flow of current to the motor is automatically
liminished in nearly the same proportion as that to the brake circuit is increased.
Thus the sweep of the contact arm, which as before stated, can be adjusted to take
lace in any desired interval of time, serves the double purpose of cutting off the
upply of current to the motor and applying the brakes to the train, without neces-
arily interfering with the proportion of current received by other motors on the line
fway.
Having now particularly described and ascertained the nature of my said invention,
d in what manner the same is to be performed, I declare that what I claim is :-
1. The herein described method of controlling the application of an electric current
om a source of electricity to one or more translating devices, which consists in first
nding a portion of the said current to such translating devices, and in then causing
e current thus transmitted, or a portion thereof, to gradually increase the amount
current flowing to such devices from the said source of electricity until the said
rrent has reached the desired strength, substantially as set forth.

page_text: 2. The herein described method of controlling the application of an electric cur
from a source of electricity to one or more translating devices, which consists in first
limiting the amount or strength of current to be transmitted to said devices during
the act of closing the circuit thereof, and then causing a portion of the current thus
made to flow through the circuit to automatically and gradually increase the amount 5
of current transmitted until it has reached the required strength, substantially as
set forth.
3. The herein described method of transmitting an electric current from a source
of electricity to one or more translating devices, which consists in first sending a
portion of the current to such translating devices by primarily closing the circuit in
which the said translating devices are located, and then utilizing the transmitted
current or a portion thereof to further control the supply of current to the translating
devices by causing it to operate or set in motion a suitable current regulating or
transmitting apparatus, substantially as set forth.
4. The herein described method of transmitting a current of electricity to one or
more translating devices which consists in primarily closing the circuit from a source
of electricity through a suitable regulating or transmitting apparatus located in a
shunt or branch of the circuit containing the translating devices and then causing said
apparatus, under the influence of the current thus transmitted, to automatically and
gradually increase the amount or strength of current flowing through the circuit
containing the translating devices, substantially as described.
5. The herein described method of operating electric brakes for railways, which
consists in first sending but a small portion of the entire available brake current to the
electro-magnet brake devices, and then causing a portion of the transmitted current
to automatically and gradually increase the flow of additional current to the brake
magnets until they have reached their maximum strength.
6. The herein described method of operating electric brakes for railways, which
consists in first sending but a small portion of the entire available brake current to the
electro-magnet brake devices, and in then automatically increasing the amount of
current transmitted so that the brake devices will be brought up to their maximum or
desired strength within a predetermined interval of time.
7. The herein described method of operating electric brakes for railways, which
consists in first sending but a small portion of the entire available brake current to
the electro-magnet brake devices, and in simultaneously therewith setting in motion
a suitable current transmitting and speed regulating device to gradually and auto
matically apply the remaining portion of the current to the said brake devices, withi
a uniform period of time.
8. The herein described method of operating electric brakes for railways, whic
consists in first determining and limiting the amount of current to be transmitted t
the electro-magnetic brake devices at the moment when the circuit to said devices i
first, closed, and in then automatically and uniformly increasing the flow of current to th
brake devices until it has reached the predetermined or limited strength, substantiall
as set forth.
9. The herein described method of operating electric railway brakes by means of a
electrical current from a suitable source of electricity, which consists in primari
sending a portion of the current to the electro-magnetic brake devices, for partial
energizing the same, and in then automatically and gradually increasing, to any desire
extent, the amount or strength of current transmitted to the said devices, by means
mechanism operated by a portion of the transmitted current itself.
10. The herein described method of operating railway brakes by means of
electrical current from a suitable source of electricity, which consists in first passing
portion of said current to the brake circuit through a suitable current regulating
transmitting device, and then causing the current so transmitted, or a portion there
to operate the said device to increase the working strength of the current flowing
the brake apparatus, substantially as set forth.
11. The herein described method of transmitting a current of electricity to one

page_text: more translating devices, which consists in primarily closing the circuit from a source
of electricity through a series of resistances in the circuit with said translating devices,
and then through the instrumentality of the current thus caused, to traverse the circuit,
operating a suitable device for gradually and uniformly throwing out or reducing the
resistance of the first named circuit.
12. The herein described method of transmitting a current of electricity from a
normally closed working circuit to a normally open derived working circuit, which
consists in first closing the last named circuit through an artificial resistance so as to
divert only a small amount of current into the circuit, and then causing said diverted
current, or a portion thereof, to gradually diminish or eliminate the resistance from
the said circuit, and thereby increase the amount of current flowing therein from the
first mentioned circuit.
Dated this Twanty siIAL
ELIAS ELKAN RIES.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.