Conducting-wires of Railway Carriages.
Year: 1885

page_text: Conducting-wires of Railway Carriages.
I, HERBERT JOHN HADDAN of 67 Strand, in the City of Westminster, Civil
Engineer, do hereby declare the nature of said invention for COMPOUND COUPLING
FOR THE DRAW-BARS, BRAKE-TUBES AND ELECTRIC CONDUCTING-WIRES OF RAILWAY
CARRIAGES, a communication to me from abroad by Hermann Lippmann, of
Zwickau, in the Kingdom of Saxony, Gentleman, to be as follows:-
The present invention refers to a compound coupling for draw-bars, air-tubes
and electric conductors, attached to railway carriages, which also allows the brake
to be set in action by hand or steam power, and signals to the proper quarter any
disarrangement which may take place in the train, such as the uncoupling of the
carriages &c.
This is accomplished in the following manner:
The coupling-link which has a moveable fore-part, or spreader, is mounted on
an axle, which passes through the draw-bar, and, consequently, participates in the
to- and fro-motion of the latter.
With the assistance of the axle, hand-wheels attached to both sides of the
carriage, operate the coupling direct, and are worked from the sides of the carriage.
When the carriage is pushed forward, the coupling is placed in a horizontal
position.
While the fore-part of the link is raised on a sloping hook, a central tube bent at
its end to a corresponding angle, falls into a funnel or socket provided with a rim
for the purpose of guiding the said tube securely, and is an extension of a branch
tube, so that when the axle and the centre-tube come together, the guiding-gear of
the coupled carriage is connected with the main-brake-gear of the train.
The connection of the electric controlling apparatus is effected at the same time
as the connection of the tubes, since wires running along the centre-tube and
terminating in an insulating disc, come into corresponding contact with the brake-
apparatus in the insulating cap of the funnel.
The wires or the insulating discs are placed in proper position by buttons on
a second cap catching certain depressions in the insulating cap, when the hook
occupies its proper position in the funnel.
The necessary play is given to the funnel by its resting with arms on the legs
of a forked plate, which is carried on springs and attached to a larger and similarly
shaped plate connected by the bedding or frame-work with the shank of the hook
and the axle, so that it rests on the latter and serves as a guide for the same.
Moreover, the funnel is so connected with the elastic hose of the main-conduit,
that the latter gives it the position required for receiving the centre-tube, to the
movement of which it adapts itself.

page_text: In the same way, the elastic hose serves to give the requisite play to the centre-
tube, so that it can adapt itself to the branch tube.
Electric wires are united outside the insulating discs to a main-strand which, in
conjunction with the branch tube, traverses the whole train.
The link is placed in a suitable position to lie, according to circumstances, in the
hook, by the combined action of a brake-wheel on the axle and a blade; the latter
can also be manipulated from the sides of the carriage by means of a subordinate
axle and a hand-lever; and, at the same spot, the two axles, seized by a guide piece
are guided in the slots of a bearer.
By its construction, the whole mechanism is adapted for employment in the
single buffer-system, and is enclosed by the buffer-casing and the buffers, and covered
by a flap on the casing, which also protects the mechanism and prevents the main-
tube from suddenly jumping up; by means of suitable bends in the axle, it can
also be employed in the double buffer system. The combination already described
of draw-rods, tubes and electric controlling apparatus in railway-carriages presents
important advantages in employing steam for a brake, and signalling a break in
the train by means of mechanical and automatic appliances.
The mechanical brake-power is produced by cutting off the current, whereby the
iron core is rendered magnetic, attracts the opposite pole with a balance-lever, and
thus reverses the position of the inclined discs connected with the balance-lever, the
discs being situated on opposite branches of the main-pipe, so that the steam
reaches a cylinder through a tube, and, by means of a piston, acts on the brake,
until, by giving course to the electric current, the two poles cease to be magnetic
and, by the action of a spring, the balance-lever assumes the reverse position.
If the steam in the branch tube is only required for brake-power, the balance-
lever is held down by a strap, and the branch tube is only supplied with steam
when the train is to be checked, so that, in this case, the electric movement of the
balance-lever ceases.
In order to draw back the brake, a second cylinder and piston are employed,
and, on the forward movement of the piston, the air is compressed between this
piston and the bottom of its cylinder, and drives back this piston when the
pressure ceases on the piston of the after-cylinder. The action of the electric
current is used in a contrary manner, when the train is severed.
-
The carriages are provided with a switch connected by conductors with the
wires of the electric strand already referred to. If the switch of the last carriage
is engaged, that is, if the current is closed, while the other switches are disengaged,
an alarm attached to the machine, (say, a bell struck by a hammer) or some similar
appliance is set in action, since the action of the magnetic current causes the poles
to come in contact with each other.
If, on the contrary, the train is broken, so that the current is interrupted, the
two poles separate, and the alarm-bell acts by the striking of the bammer.
By means of a special contrivance, the brake-gear can be used as a hand-brake in
the carriage which has been severed from the train, and is connected with the
steam-brake.
A double lever is suspended at its fulchrum from a guide-knee or a tightening
bar, one arm of which is provided with tooth-shaped catches, and the other acts as
a counterpoise for connecting the draw-bar.
It is only necessary to raise this draw-bar, to set the hand-brake in action by
one of the catches engaging a pin of the brake-rod or the guide-knee.
When the brake is no longer applied, the draw-bar and the tightening-bar fall
back against the serrated lever-arm, owing to the counterpoise, and this action
ceases.

page_text: Conducting Wires of Railway Carriages.
I, HERBERT JOHN HADDAN, of 67, Strand, in the City of Westminster, Civil
Engineer, do hereby declare the nature of this invention, a communication to me
from abroad by Hermann Lippmann of Zwickau, in the Kingdom of Saxony,
Gentleman, and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement:-
The present invention, illustrated by the annexed drawings, Figs. 1 to 26 refers
to a compound coupling for draw-bars, air tubes and electric conductors, attached to
railway carriages, which also allows the brake to be set in action by hand or steam-
power, and signals to the proper quarter any disarrangement, which may take
place in the train, such as the uncoupling of the carriages etc. This is accomplished
in the following manner :-
The coupling link A, which has a movable fore part or spreader B, is mounted
on an axle F, which passes through the draw-bar B, and consequently participates
in the to-and-fro motion of the latter.
With the assistance of the axle F, hand-wheels G, attached to both sides of the
carriage, operate the coupling direct and are worked from the sides of the carriage.
When the carriage is pushed forward, the coupling is placed in the horizontal
position, shewn by Fig. 1. While the fore part of the link B is raised on the
sloping hook D, a central tube H, bent at its end to a corresponding angle, falls
into a funnel or socket J, provided with a rim for the purpose of guiding the
tube H securely, and is an extension of the branch tube a, so that, when J and the
centre tube H come together, the conduit of the coupled carriage is connected with
the main conduit of the train.
The connection of the electric controlling apparatus is effected at the same time
as the connection of the tubes, since wires, running along the centre tube H and
terminating in an insulating disc E, come into corresponding contact with the
brake-apparatus in the insulating cap E¹ of the funnel J, Figs. 6 to 9.
The wires or the insulating discs are placed in proper position by buttons e on a
second cap E, catching certain depressions e¹ in the insulating cap E¹, when the
hook H occupies its proper position in the funnel J.
The necessary play given to the funnel J by its resting with arms i on the
legs of a forked plate L, which is carried on springs fand attached to a larger and
similarly shaped plate N connected by the bedding or frame work n with the
shank of the hook D and the axle F, so that it rests on the latter and serves as a
guide for the same.
Moreover, the funnel J is so connected with the elastic hose a¹ of the main
conduit a, that the latter gives it the position required for receiving the centre
tube H, to the movement of which it adapts itself.
In the same way the elastic hose e serves to give the requisite play to the centre
tube H, so that it can adapt itself to the branch tube a.
Electric wires m are united outside the insulating discs E and E' to a main-
strand M, which, in conjunction with the branch tube a or a', traverses the whole
train.
1

page_text: The link A B is placed in a suitable position to lie, according to circumstances,
in the hook D or F, Figs. 1 and 3, by the combined action of the brake wheel b,
on the axle F and the blade g; the latter can also be manipulated from the sides
of the carriage by means of the subordinate axle O and the hand lever P; and, at
the same spot, the axles F and O, seized by a guide-piece, are guided in the slots
of a bearer R.
By its construction, the whole mechanism is adapted for employment in the
single-buffer system, as shewn by Figs. 1. 2. 3 and 5, and is enclosed by the buffer-
casing S and the buffer T and cheeks t, and covered by a flaps on the casing S,
which also protects the mechanism and prevents the main tube H from suddenly
jumping up by means of suitable bends in the axles F and O. The whole
mechanism can also be adapted to the double-buffer system, as shown by Fig. 4.
The combination already described of draw-rods, tubes and electric controlling
apparatus in railway carriages presents important advantages in employing steam
for a brake, and signalling a break in the train by means of mechanical and
automatic appliances, shewn by Figs. 10 to 21.
The mechanical brake-power is produced, as shown by Figs. 10 to 13, by cutting
off the current, whereby the iron core p is rendered magnetic, attracts the opposite
pole pl, with balance lever o, and thus reverses the position of the inclined discs T
and connected with the balance-lever, the discs being situated on opposite
branches and h¹ of the main pipe a, so that the steam reaches the cylinder Q
through the tube hand, by means of a piston C, Fig. 10 acts on the brake until, by
giving course to the electric current, the poles p and p¹ cease to be magnetic, and,
by the action of spring q, the balance lever a assumes the reverse position.
If the steam in the branch tube a is only required for brake-power, the balance-
lever o is held down by the strap k, and the branch tube a is only supplied with
steam, when the train is to be checked, so that in this case, the electric movement
of the balance-lever o ceases.
In order to draw back the brake, a second cylinder Q, situated in front of the
one above-mentioned, and piston C¹ are employed, and on the forward movement
of the piston C, the air is compressed between the piston C¹ and the bottom of
- its cylinder Q, and drives back this piston C¹, when the pressure ceases on the
piston C.
The action of the electric current is used in a contrary manner when the train is
severed.
The carriages, as shewn by Fig. 14, are provided with a switch U connected by
conductors m with the wires of the electric strand M, already referred to.
If the switch of the last carriage is engaged, that is, if the current is closed,
while the other switches are disengaged, an alarm attached to the machine, say a
bell V struck by a hammer W, Figs. 15 and 16, or some similar appliance, is set
in action, since the action of the magnetic current causes the poles, p p² to come in
contact with each other.
If, on the contrary, the train is broken, so that the current is interrupted,
the poles and p₁ separate, and the alarm-bell acts by the striking of the
hammer W.
By means of a special contrivance, shown by Figs. 19 to 21, the brake gear can
be used as a hand brake in the carriage which has been severed from the train and
is connected with the steam-brake.
A double lever is suspended at its fulcrum from a guide knee u, Fig. 19, or a
tightening bar v, Fig. 20, the arm of which is provided with tooth-shaped
catches w, and the other acts as a counter-poise x for connecting the draw bar X.
It is only necessary to raise the draw-bar X to set the hand brake in action, by
one of the catches w engaging the pin y of the brake rod or the guide knee u.
When the brake is no longer applied, the draw bar H and the tightening
bar x fall back against the serrated lever arm, owing to the counterpoise, and.
this action ceases.

page_text: This arrangement is appliable with proportionally minute alterations to the
railway-car-couplings hitherto in use, as may be seen from Figs. 22 to 20, by an
axle F being likewise laid through the draw hook D, which axle is moved in the
described manner from the sides of the car. To this axle are secured the rear
parts A of the coupling.
In order to secure in the requisite direction the left and right-hand tightening.
screw of the draw bars and the shackle B, when the car is to be coupled, rails S¹
are arranged at both sides of A at the pivot of the nut of the tightening screw,
which rails abut with the cross piece s¹ against the lower edges of A.
The rails S¹ also pass through movable guide pieces T¹, which are connected
with the pivots of the nut of the tightening screw of B, and provided with pro-
jections for supporting the shackle B, in order to allow the latter to fall back
only as far as the projections, so that therefore the rear loop, tightening screw and
shackle can be raised uniformly, without thereby impairing their capacity of
independent upward motion, and the tightening of the draw gear.
The funnel J is, for its mobility, with regard to the tube H, carried by the
spring f1, which is secured by the plate N¹, which is attached to the draw bar D
by the clamp n¹.
The same plate carries journal bearings for the axle O, which serves as a fulcrum
for the pawls g of the ratchet wheels b on the axle F, and moreover carries the
levers L, which, after the tube H has fallen into the funnel, move the contrivance
for holding fast and releasing these parts. This contrivance consists of the angle
levers Y, suspended at the point v¹ of the funnel J, which angle levers are connected
with each other at their upper part by a bow, which abuts against the funnel J
and thereby determines the swing of the levers; moreover, the angle levers are
furnished with studs and 11, the latter serving as a point of application for the
levers L, while the shears Z swinging at the hook H and held in normal position
by spring u¹, catch into v11, when hook H is lodged in the funnel J, see Fig. 25.
Subsequently the lever L' need only be turned against the pivot vll for pressing
back the angle-levers Y and causing H and F to be well secured together. For
the purpose of releasing this connection, L is turned upside, whereby it presses
the shanks of the shears asunder and releases the pivot vli, see Fig. 26, whereupon
the tube H with the shears Z can be removed.
Having now particularly described and ascertained the nature of this Inven-
tion, and in what manner the same is to be performed, I declare, that what
I claim is
1.) A railway carriage provided with a compound coupling for draw bars, pipe
conduit and electric-wires or cables, adapted to serve at the same time for working
the brakes of the carriage by hand or by steam, and for transmitting signals from
the carriage to other parts of the train.
2.) A compound coupling for draw bars, pipe conduits and electric conductors,
comprising a connecting pipe H and a funnel or socket piece J¹ which are provided
with insulating discs E and E¹ for the electric wires m and with noses e and
recesses e¹, and are connected with the shackle B, as well as with the draw-rod
of the hook D, by means of plate N, springs fand plate L.
F
3.) For the purpose of adjusting at will the coupling loop or shackle A B of
compound couplings, the combination of a ratchet wheel b fixed with the shackle
A B upon the axle F, with a pawl g adapted to be set in motion by means of the
hand lever P and the axle O.
4.) The employment of rails S¹ with stop s¹, and of the guide pieces T¹ with
projections t¹ (see Figs. 22 to 24) for operating railway-carriage-couplings from the
sides of the carriage.
5.) In compound couplings for the pipe and electric conduits of railway-
carriages, the employment of lever L, angle lever Y and shear legs Z under the
influence of lever u¹, for keeping apart and disconnecting the funnel J and pipe H,
see Figs. 22 to 26.

page_text: 6.) A hand brake apparatus provided with pistons C C₁, Figs. 10 to 13, adapted
to be set in motion by electrically adjustable slides and r¹, and with a regulating
rod x, Figs. 19 to 21, connected with a lever having teeth w, for the purpose of
simultaneously operating the brake mechanism of railway carriages by steam and
by hand.
7.) Railway carriages provided with commutators U adapted to act on alarm
apparatus, Figs. 14 to 18, for the purpose of electrically indicating the rupture
of the train at any required spot.
The whole substantially as described and illustrated.