IMPROVEMENTS IN APPARATUS FOR WORKING THE BRAKES OF RAILWAY PROVISIONAL SPECIFICATION
Year: 1881

page_text: LETTERS PATENT to Charles William Siemens, of Queen Anne's Gate,
Westminster, in the County of Middlesex, and Alexander Cunningham
Boothby, of Kirkcaldy, in the County of Fife, North Britain, for an Invention
of "IMPROVEMENTS IN APPARATUS FOR WORKING THE BRAKES OF RAILWAY
PROVISIONAL SPECIFICATION left by the said Charles William Siemens
and Alexander Cunningham Boothby at the Office of the Commissioners of
Patents on the 17th February 1881.
CHARLES WILLIAM SIEMENS, of Queen Anne's Gate, Westminster, in the County
of Middlesex, and ALEXANDER CUNNINGHAM BOOTHBY, of Kirkcaldy, in the County
of Fife, North Britain. "IMPROVEMENTS IN APPARATUS FOR WORKING THE
BRAKES OF RAILWAY TRAINS."
This Invention relates to apparatus for working the brakes of railway trains,
wherein an electric current from a dynamo-electric machine or other apparatus for
generating electric currents situated on the locomotive is conveyed by wires or
conductors to magneto-electric or electro-magnetic apparatus on the carriages, so as
by actuating such apparatus to cause the brakes to be operated.
According to the present Invention the dynamo-electric machine or other
apparatus for generating electric currents upon the locomotive is connected by
conducting wires to the coils of revolving armatures of magneto-electric or electro-
magnetic machines on the brake carriages, so that the currents sent from the
generator on the engine cause the armatures to revolve, and these are made to
operate the brakes, as will be presently described. The connection of the poles of
the generator with the conducting wires is effected by a switch or commutator in
such a manner that, the direction of the currents through the wires and electric
operating machines can be reversed, so that while for applying the brakes the
armatures are caused to revolve in one direction, they are made to revolve in the
contrary, direction for taking off the brakes. A convenient arrangement of switch
for this purpose consists in connecting the one conducting wire to two contact

page_text: plates, between which is a third contact plate connected to the other wire. The
terminals of the electric generator have each a switch, both switches being moved
simultaneously, so that as the one makes contact with one of the outer contact
plates, the other makes contact with the middle one, and conversely.
When
dynamo-electric machines are used as the operating machines on the brake carriages,
the reversal of the motion of their armatures is effected by causing the currents to
pass through coils of small electro-magnets, whose armatures operate the reversal of
the contact brushes of the commutators. By preference however we employ
magneto-electric machines with permanent magnets, so that the mere reversal of
the currents will effect the reversal of the armature's motion.
The current generator on the engine is by preference actuated by a separate
small motor engine on the locomotive, and in order to insure that the brake
apparatus shall be always in working order, and that no time shall be lost in
bringing the same into action when required, it is preferred to keep the motor
engine and current generator always in slight motion, sufficient to cause a feeble
current to be passed through the generator and along the conducting wires, but not
sufficient to actuate the brake operating machines, and there is provided in con-
nection with the conducting wires, or with the current generator a galvanometer
or current indicator of any known description, by means of which the passing of
such feeble currents will always be indicated, so that should at any time the electric
connections or the insulation of the parts become defective, this will at once be
shewn by the galvanometer on the interruption of the said feeble current.
The brake-operating machines may either be made to operate the brakes directly
unaided, or they may be aided by springs, weights, or other stores of power, or
again, they may only serve to bring such springs or other stores of power into and
out of action. Thus the machines may be placed midway between two pairs of
wheels of the carriage, and their spindle be fitted with a right and left handed
screw projecting at either. end. Female screws connected directly with the brake
blocks in conjunction with the screws would press the brakes against the wheels
when the machine revolves in one direction, and draw them away when the current
is reversed. It is preferred however to employ the second described system, and
for this purpose the following arrangement is employed by preference. An extension
of the axis of the revolving armature carries a worm in gear with a worm wheel on
a shaft, the motion of which is imparted either by pullies and cords or chains, or
by gearing to the levers, eccentrics, or cams that operate the brake blocks, the
arrangement being such that when the worms on the armature axes are rotated in
one direction, they turn the worm wheel and its shaft so as to cause the brakes to
be put on, while when they are rotated in the contrary direction they cause the
brakes to be taken off. In connection with the brake levers, eccentrics, or cams,
are springs tending to apply the brake blocks, and which therefore assist the action
of the armatures in putting on the brakes, while for taking off the brakes the
armatures will have to operate against the action of such springs. The connections
of the worms of the armatures with the worm wheels, or the connection of the
latter with their shafts are so arranged that they can be thrown out of gear, and
thus allow the springs to act freely upon the brake gear for applying the brakes,
and such disengaging mechanism is operated by a cord, chain, or rod passing along
the train, so that by effecting a pull upon it either by hand at the locomotive
engine, or at one of the carriages, or by the breaking away of part of the train, the
worms will be thrown out of gear until the brakes have come into operation by the
action of the springs alone, after which the worms will come into gear again. On
the locomotive, this cord, chain, or rod may be so connected with the apparatus
generating the electric current, that the pull effected upon it as described above
will make this apparatus act, and send the current of electricity to the electro-
magnetic or magneto-electric machines operating the brakes.
The conducting wires are by preference made in separate lengths for one or more
carriages, which lengths are coupled together by suitable couplings, and these

page_text: couplings are so arranged, that when they are pulled asunder by the breaking away
of part of the train, the circuit of the two conducting wires will be automatically
closed in that part of the train which remains connected to the engine, so that the
brakes thereof may continue to be operated by the electric apparatus. This
automatic closing of the circuit may be effected in various ways; thus according to
one arrangement, the two terminal wires of the half-coupling may have a spring
action, such that when coupled with the other half-coupling they are kept apart,
but when the half-couplings are separated they spring together and make electrical
contact. Or the half coupling may have a spring contact piece which is kept out
of gear while the half couplings are united, but which springs into contact with
the two wire terminals as soon as the coupling is separated.
Instead of passing two insulated leading wires along the train, the circuit of the
electric current may be completed by using the metallic parts of the rolling stock
and the permanent way in place of the return wire.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Charles William Siemens and Alexander Cunningham Boothby in
the Great Seal Patent Office on the 16th August 1881.
CHARLES WILLIAM SIEMENS, of Queen Anne's Gate, Westminster, in the County
of Middlesex, and ALEXANDER CUNNINGHAM BOOTHBY, of Kirkcaldy, in the County
of Fife, North Britain. "IMPROVEMENTS IN APPARATUS FOR WORKING THE
BRAKES OF RAILWAY TRAINS."
This Invention relates to apparatus for working the brakes of railway trains
wherein an electric current from a dynamo-electric machine or other apparatus for
generating electric currents situated on the locomotive is conveyed by wires or
conductors to magneto-electric or electro-magnetic apparatus on the carriages, so as
by actuating such apparatus to cause the brakes to be operated.
According to the present Invention the dynamo-electric machine or other
apparatus for generating electric currents upon the locomotive is connected by
conducting wires to the coils of revolving armatures of magneto-electric or electro-
magnetic machines on the brake carriages, so that the currents sent from the
generator on the engine cause the armatures to revolve, and these are made.to
operate the brakes, as will be presently described. The connection of the poles of
the generator with the conducting wires is effected by a switch or commutator in
such a manner that the direction of the currents through the wires and electric
operating machines can be reversed, so that while for applying the brakes the
armatures are caused to revolve in one direction they are made to revolve in the
contrary direction for taking off the brakes. A convenient arrangement of switch
for this purpose consists in connecting the one conducting wire to two contact
plates, between which is a third contact plate connected to the other wire. The
terminals of the electric generator have each a switch, both switches being moved
simultaneously, so that as the one makes contact with one of the outer contact
plates the other makes contact with the middle one, and conversely. When
dynamo-electric machines are used as the operating machines on the brake carriages
the reversal of the motion of their armatures may be effected by causing the
currents to pass through coils of small electro-magnets, whose armatures operate
the reversal of the contact brushes of the commutators, but by preference we employ
for this purpose the arrangements hereinafter described.
The current generator on the engine is by preference actuated by a separate
small motor engine on the locomotive, and in order to ensure that the brake
apparatus shall be always in working order, and that no time shall be lost in
bringing the same into action when required, it is preferred to keep the motor
engine and current generator always in slight motion sufficient to cause a feeble
current to be passed through the generator and along-the conducting wires, but
not sufficient to actuate the brake operating machines, and there is provided in
connection with the conducting wires or with the current generator a galva-
nometer or current indicator of any known description by means of which the
passing of such feeble currents will always be indicated, so that should at any
time the electric connections or the insulation of the parts become defective, this
will at once be shewn by the galvanometer on the interruption of the said feeble
current.
The brake-operating machines may either be made to operate the brakes directly
unaided, or they may be aided by springs, weights, or other stores of power, or
again they may only serve to bring such springs or other stores of power into and
out of action. Thus the machines may be placed midway between two pair of
wheels of the carriage, and their spindle be fitted with a right and left handed

page_text: An
screw projecting at either end. Female screws connected directly with the brake
blocks in conjunction with the screws would press the brakes against the wheels
when the machine revolves in one direction, and draw them away when the current
is reversed. It is preferred however to employ the second described system, and
for this purpose the following arrangement is employed by preference.
extension of the axis of the revolving armature carries a worm in gear with a worm
wheel on a shaft, the motion of which is imparted either by. pullies and cords or
chains, or by gearing to the levers, eccentrics, or cams that operate the brake
blocks, the arrangement being such that when the worms on the armature axes
are rotated in one direction they turn the worn wheel and its shaft so as to cause
the brakes to be put on, while when they are rotated in the contrary direction they
cause the brakes to be taken off. In connection with the brake levers, eccentrics,
or cams, are springs tending to apply the brake blocks, and which therefore assist
the action of the armatures in putting on the brakes, while for taking off the
brakes the armatures will have to operate against the action of such springs. The
connections of the worms of the armatures with the worm wheels, or the connection
of the latter with their shafts are so arranged that they can be thrown out of
gear, and thus allow the springs to act freely upon the brake gear for applying the
brakes, and such disengaging mechanism is operated by a cord, chain, or rod passing
along the train, so that by effecting a pull upon it either by hand at the locomotive
engine or at one of the carriages, or by the breaking away of part of the train, the .
worms will be thrown out of gear until the brakes have come into operation by
the action of the springs alone, after which the worms will come into gear again.
On the locomotive this cord, chain, or rod may be so connected with the apparatus
generating the electric current, that the pull effected upon it, as described above,
will make this apparatus act and send the current of electricity to the electro-
magnetic or magneto-electric machines operating the brakes.
The conducting wires are by preference made in separate lengths for one or more
carriages, which lengths are coupled together by suitable couplings, and these
couplings are so arranged that when they are pulled asunder by the breaking away
of part of the train the circuit of the two conducting wires will be automatically
closed in that part of the train which remains connected to the engine, so that the
brakes thereof may continue to be operated by the electric apparatus. This
automatic closing of the circuit may be effected in various ways; thus according
to one arrangement the two terminal wires of the half-coupling may have a spring
action, such that when coupled with the other half-coupling they are kept apart,
but when the half-couplings are separated they spring together and make electrical
contact. Or the half-coupling may have a spring contact piece which is kept out
of gear while the half-couplings are united, but which springs into contact with
the two wire terminals as soon as the coupling is separated.
Instead of passing two insulated leading wires along the train, the circuit of the
electric current may be completed by using the metallic parts of the rolling stock
and the permanent way in place of the return wire.
It will be evident that in any of the above described arrangements, instead of
supplying the electrical current from-the primary machine on the engine to the brake
operating machines, the current may be supplied to secondary batteries of well
known construction or similar contrivances for storing electricity, mounted on the
carriages, from which batteries the currents required for operating the brake
machines may then be drawn either at the will of the driver, guard, or passengers,
or automatically on the breaking away of the carriages. The arrangement of the
electrical connections necessary for this purpose is well understood by electrical
engineers, and need therefore not be further described.

page_text: of a dynamo-electric machine (which we employ, by preference,) according to our
Invention. A is the brake shaft, connected by levers and rods to the brake blocks
in any suitable known manner, so that by its partial rotation in the direction of
the arrow the brakes are applied, while by its reverse motion the brakes are taken
off; B is a dynamo-electric machine fixed to the underframing, the coils of the
electro-magnets and the coils of the revolving armatures of which are connected, as
will be presently described, by separate wires to the poles of a dynamo-electric
machine (or any other source of electricity) on the locomotive. The axis of the
armature is extended and carries a worm C, which is in gear with a toothed sector
or arm D fixed on the brake shaft, so that on the armature being made to revolve
in one direction or the other, the sector D and with it the brake shaft A are turned
in the direction either for applying the brakes or for taking them off. The brake
levers E, E¹ are not fixed on the brake shaft, but are carried by a sleeve F, which
is loose on the shaft, but geared therewith by means of a clutch G capable of
sliding upon it and made to revolve therewith by a feather, the clutch being kept
in gear by means of a spring H. The brake lever E' is extended upwards, and
has its end attached to a strong spring I, the power of which tends to apply the
brakes so that it co-operates with the dynamo-electric machine when this is
actuated for applying the brakes, while for taking off the brakes the dynamo-
electric machine has to act in opposition to the spring.
To the clutch G is connected a lever K, pivotted at one end to the bracket L on
the underframing, while the other end carries a pulley K', round which passes the
loop of a cord M,-that is led over guide pullies N, N, and extends along the whole
length of the train. From this arrangement it will be seen that if the cord M. be
pulled by a passenger or guard, or if a pull be put upon it by the breaking away
of one or more carriages, the clutch G will be drawn out of gear with the sleeve F,
whereupon the brake levers E, E¹ being loose on the shaft A will be actuated by
the spring I so as to apply the brakes. On the cord M being released, the
spring H will cause the clutch to gear with the sleeve again, so that the dynamo-
electric machine can then be caused either to apply the brakes with increased force
or to take them off.
The dynamo-electric machine on the engine being continuously driven in one
and the same direction, the controlling of the electric currents proceeding there-
from to the dynamo-electric machines on the carriages, so as to cause the armatures
of these to be rotated either in one direction or the other, is by preference
effected by one or other of the arrangements shewn in the diagrams at Figs. 4
and 5.
In the arrangement shewn at Fig. 4, O representing the dynamo-electric
machine on the engine, and P1, P2, &c., those on the brake carriages; the current
from one pole of O is divided at Q, one part going continuously in one and
the same direction along wire R, through the coils of the electro-magnets of
P1, P2, &c., and thence back to the other pole of through wire R¹, while the
other part passes to the switch S, and from there either through R to the coils of
the armatures of P1, P2, &c., and back to O through R', or through the wire R'
to the hindmost dynamo-electric machine P, and thence through wire R2 and the
coils of the several armatures in the reverse direction to the previously mentioned
current and back to O.
In the arrangements shewn at Fig. 5, the whole of the current from O is passed
through the coils of the electro-magnets of P1, P2, &c., and after returning
through R¹ to the switch S, it is passed thence either through R2 and the coils of
the armatures returning through R³, or it is passed through R³ returning through R²
and the coils of the armatures in the contrary direction.
The arrangement of the switches S for effecting the above operations is readily
understood by electrical engineers, and does not require further description.
Having thus described the nature of our Invention, and in what manner the
same is to be performed, we claim :-
First. The use of apparatus for working the brakes of railway trains, wherein

page_text: an electrical current proceeding from a dynamo-electric machine or other source of
electricity on the engine is passed through conducting wires to dynamo-electric or
electro-magnetic, or magneto-electric machines on the carriages, the revolving
armatures of which are connected to and actuate the brake gear, substantially as
herein described.
Second. The use of apparatus for working the brakes of railway trains, wherein
an electrical current proceeding from a dynamo-electric machine, or other source of
electricity on the engine, is passed through conducting wires to dynamo-electric,,
or electro-magnetic, or magneto electric machines on the brake carriages, the
revolving armatures of which are connected to and actuate the brake gear, the
connection of the said dynamo-electric machines with the brake gear being such
that by a pull upon a train cord this connection is released so as to allow a spring,
weight, or other local power to apply the brakes automatically independently of
the dynamo-electric machine, substantially as herein described.
Third. In apparatus for working brakes by electrical currents, the use of a
dynamo-electric, or an electro-magnetic, or a magneto-electric machine on the
brake carriage, whose revolving armature has a worm gearing with a toothed
wheel, sector, or arm fixed on the brake shaft, the brake levers being loose upon
this shaft, but geared thereto by a clutch and connected to a spring, so that while
the clutch is in gear the brake levers are actuated by the rotation of the worm of
the dynamo-electric or other machine, while when the clutch is drawn out of gear.
by a train cord, the spring is free to act on the brake levers for applying the
brakes independently of the dynamo-electric machine, substantially as herein
described.
Fourth. The arrangement, substantially as described, for effecting the reversal of
motion of the armatures of the dynamo-electric machines operating the brakes,
while the dynamo-electric machine, or other source of electricity on the engine
produces currents continuously in the same direction.
In witness whereof, I, the said Charles William Siemens, have hereunto
set my hand and seal, this Thirteenth day of August, in the year of
our Lord One thousand eight hundred and eighty one.
ITT
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