In- PROVEMENTS IN THE MEANS AND APPARATUS EMPLOYED FOR ACTUATING RAILWAY BRAKES
Year: 1864

page_text: LETTERS PATENT to William Clark, of 53; Chancery. Lane, in the County
.
.of Middlesex, Engineer and Patent Agent, for the Invention of "In-
PROVEMENTS IN THE MEANS AND APPARATUS EMPLOYED FOR ACTUATING RAILWAY
BRAKES." A communication from abroad by Francois Ferdinand Auguste
PROVISIONAL SPECIFICATION left by the said William Clark at the
Office of the Commissioners of Patents, with his Petition, on the -2nd
..December 1864.
I, WILLIAM CLARK, of 53, Chancery Lane, in the County of Middlesex,
Engineer and Patent Agent, do hereby declare the nature of 'the said Inven-
tion for "IMPROVEMENTS IN THE MEANS AND APPARATUS EMPLOYED FOR ACTUATING
RAILWAY BRAKES," to be as follows:-
This Invention relates to an improved electric apparatus applicable for
working the brakes and signalling on railways, which result is obtained by
the action of a pile acting automatically or otherwise on' suitable gearing,
which in its turn regulates the mechanism employed for producing the effect
desired. The pile above mentioned may be replaced by any other suitable
generator of electricity such as an induction apparatus.

page_text: "Application of the apparatus for service on railways."-Such as for work-
ing the brakes communicating between the front and rear carriages of a train
between the guard and driver, and it may be the passengers, also for stopping
a train in case of the couplings breaking.
Fig. 1, Sheet 1, of the annexed Drawings, represents an elevation, partly in
section, of a railway carriage brake furnished with the electric apparatus of
this Invention; Fig. 2 shows a plan of the carriage; Figs. 3, 4, 5, and 6
show details on a larger scale and herein-after described; Figs. 1, 2, and 3,
Sheet 2, show a plan and details of an arrangement of brake apparatus worked
by hand without the aid of electricity.
Description. The essential principle of the application of the electric
apparatus to railway purposes consists in applying the power developed by the
rotation of the wheels of the carriages for locking and unlocking the brake,
and for giving the signals. The transmission of this power produced by the
rotation of the wheels to the principal lever of the brake shaft ordinarily
employed is effected by means of an eccentric B fixed on one of the axles,
and a lever C jointed to the frame and bearing on the eccentric by means of
a spring H; this eccentric B during the rotation of the wheels imparts a to-
and-fro motion to lever C, while a pawl E jointed at its extremity acts in its
turn on a ratchet toothed wheel F, to which it imparts rotary motion, and so
to shaft M, on which said shaft is keyed. On this shaft M is solidly fixed a
magnetic cylinder N, composed of several horizontal electric bobbins arranged
in a circle. Two cast-iron couplings 0, 0, are mounted on shaft M in a
similar way to loose pulleys on each side of a magnetic cylinder N. These
couplings at the ends next the poles of the bobbins have the form of discs, 1,
of soft iron, and are arranged so as to come in immediate contact with said
poles. These two couplings may also be used for exerting great tractive force
on a large lever 2 of shaft 3 of the ordinary brakes by the aid of a chain 4,
suitably arranged. By means of this traction the brake blocks 5 are brought
up to the tyres and caused to bear with a progressively increasing pressure until
the wheels are completely locked. This transmission of power by the rotation
of the wheels need not be produced while the train is running, except for the
purpose of putting on the brakes or for signalling. All the parts are
ordinarily suspended by the electric magnet K, having four poles fixed to the
frame, and by two armatures or slides I jointed to lever C on the same axis
as pawl E governing ratchet wheel F. The electric current from any suitable
pile (sulphate of copper for example) or other generator of electricity con-
stantly acts on this electro-magnet K, and produces an adhesive force capable
of suspending the two armatures or slides I, I, in their highest position not-

page_text: withstanding the weight of lever C and the action of spring H. The lever C
also remains secured at the upper limit of its course of oscillation, and the
eccentric B turns freely below without hindrance.
"Method of applying the brakes."-The electric wires communicating with
the magnetic cylinder N, couplings 0, 0, and electro-magnet K of the slides I
are each insulated in a small india-rubber tube, and are carried away to the
tender where they are connected to a portable commutator screwed on the
side of the carriage. The brakesman in order to apply the brakes simply
moves the small crank of this commutator, by which movement the electric
current is interrupted with the electro-magnet K of the slides, and is esta-
.blished with the magnetic cylinder N; the lever C being then no longer held
in suspension falls by its weight, and the action of the spring combined on to
eccentric B, which imparts a to-and-fro motion to the lever converted into a
rotary motion of shaft M by means of pawl E and ratchet toothed wheel F;
at same time the poles of the magnetic cylinder N become active and are
caused to adhere strongly to the two couplings 0, 0; these couplings which
have thus become fixed to shaft M turn with it, and so wind up the chain 4
as to exert considerable tractive force on the brake lever, and consequently
an increasing pressure on the tyres until the wheels are completely locked.
"Locking the wheels with continuous pressure."-In order to exert con-
stant pressure on the wheels without completely locking them, it is simply.
necessary to re-establish the electric current with the electro-magnet K of the
slides immediately after interrupting it at the same time that it is allowed
to circulate in the magnetic cylinder N. The action of pawl E on the
ratchet toothed wheel F ceasing, the shaft M of couplings O, O, also ceases to
turn, while the chain remains in tension and keeps the brakes up to the
wheels with a constant pressure. In order to take off the brakes it is sufficient
to move the crank of the commutator from right to left, (its normal position)
the current being thus cut off from magnetic cylinder N destroys the adhesion,
while the couplings 0, 0, again become loose, and chain 4 is unwound, the
brake blocks 5 are thus removed from the wheels which are allowed to turn
freely, the electric current being also at the same time re-established with
electro-magnet K of slides I; these latter are now attracted by the magnetism,
and are suspended in their highest position together with lever C, and pawl E
out of contact with eccentric B. This arrangement enables the driver to
lock and unlock the wheels several times successively during a stoppage,
following close upon each other so as to prevent the tyres becoming worn,
through the wheels when firmly locked sliding too long on the rails.
"Communicating between the front and rear of a train."-By cutting of the

page_text: electric current from the electro-magnet R of the slides I, I, as also from
magnetic cylinder M, the shaft N may be turned, and with it the cam wheel A
actuating lever S, the end of which is attached to the hammer of a bell fixed
in the front carriage of a train; this bell warns the driver and stoker, and it
may be the guard of a train when the current is interrupted throughout; this
bell also gives warning every time the brakes are applied until the wheels
cease to turn, as also each time the current becomes interrupted from,.any
cause, such as a breakage of the couplings, or even should a wire become
broken the bell will sound automatically until the train is completely brought
up; 6 is a lever connected to lever C by a forked rod 7, for the purpose of
preventing eccentric B from acting on said lever when it is wished to substi-
tute hand gear instead of the electro-magnet K, or to prevent the mechanism
from acting or applying the brake while the vehicle is stationary.
Second combination. The following description relates more particularly
to improvements in the apparatus previously described. First improvement in
electro-magnet of relays. One of the two currents circulating throughout the
train is dispensed with, the locking being effected by the simple interruption
of the current of the electro-magnet K of the slides, the brakes being also
applied by a self-acting arrangement in case of the couplings breaking, or from
other cause which may break the current from the electro-magnet. K of the
slides. From the above arrangement it results that in case the couplings
break, the three conducting wires necessary for the transmission of the two
currents from one end of the train to the other, being necessarily broken,
neither of the two currents can circulate. The shaft carrying the magnetic
cylinder N and cam wheel A of the signal apparatus turns by reason of the
interruption of the current of electro-magnet K governing lever C and pawl E.
The magnetic cylinder being inactive the two couplings O, O, remain loose on
their shaft, the traction chain 4 ceases to be wound up, and the brakes 5 will
not be kept up against the wheels, there will however be a sufficient effect
produced to ensure the security of the train by the working of the bell signals
on the front and tail ends of the train; these signals continuing until the
train is stopped, and also the part detached by the breakage of the couplings
cannot fail to be heard by the driver, stoker, and guard of the train, and also
by the brakesman in the rear carriage. All these persons possess the means
of stopping the train, viz., the driver, guard, and brakesman, by means of the
several brakes at the front and rear ends of the train. It is also considered
preferable that the system of electric brakes should comprise the automatic
locking of the whole of the brakes on the breakage of the couplings or other
causes which might suspend the action of the conducting wires running
.

page_text: throughout the train. The electric agent may be readily adapted for the pro-
duction of these several effects; for this purpose in the latter case I. have
only one current circulating throughout the train, and consequently use two
wires only, viz., that of the electro-magnet K governing lever C and pawl E.
The wires corresponding to the magnetic cylinder N do not leave the vehicle
in which the electric apparatus is placed, but are connected immediately to
the pile in said carriage while the circulation and interruption of the current
are regulated by a relay, electro-magnet E' receiving the same current as the
electro-magnet K, Fig. 4, of the slides, and serving as an interceptor.
Action of the apparatus arranged according to this second combination,
Fig. 4. 1st, the current circulates through the electro-magnet Kof
slides I, I, the lever and pawl being suspended as previously described; the
same current also circulates through the electro-magnet of relays E,
while the armature F is firmly held in contact with the poles by the force
of adhesion. The contact. point G2 of the current to the magnetic cylinder
N is in its turn held forcibly at a distance from plate K¹, and prevents
the electric current from circulating through the magnetic cylinder N (Figs.
1 and 2).
2ndly, in order to lock the brakes the driver on the locomotive moves. the
small crank of the commutator, which is placed at hand from right to left.
By this movement he breaks the current of the electro-magnet E; the
armature F becomes separated from the poles and closes the circuit: of
magnetic cylinder N, Figs. 1 and 2, by bringing point G2 in contact with the
copper plate K². The attraction of the magnetic cylinder is instantly
produced, the two couplings 0, 0, Figs. 1 and 2, by the force of adhesion,
becoming fixed to shaft M, Figs. 1 and 2, on which they are carried, the
traction chain 4 is also wound up by pawl E, turning said shaft through
ratchet toothed wheel F, Figs. 1 and 2, the brake being pressed. more and
more on the wheels until they are completely locked.
..
3rdly, if it is desired to take off the brakes the driver moves the small
crank of the commutator from right to left, and thus re-establishes the electric
current with electro-magnet K of the slide, and consequently of the,,electro-
magnet of the relay E. The armature F2 of the latter being immediately
attracted by the magnetism. separates the contact point G2 with the copper
plate K, when the current is immediately interrupted with the magnetic
cylinder N, and the couplings O, O, being no longer held by magnetic
adhesion again becomes loose on shaft M, when chain 4 is instantaneously
unwound, which permits of brakes 5 being released from the wheels which
then turn freely.
་་

page_text: 4thly, automatic stoppage of a train on the occasion of a coupling breaking
or other cause liable to interrupt the passage of the current throughout the
train. This result which is requisite for the security of a train is necessarily
attained by the adoption of this apparatus, and the principle of action by
interrupting the current of electro-magnet K of the slide. As whether the
wires and currents become broken by the breaking of the couplings, or are
intercepted by an electric apparatus for the purpose, in both cases the current
of the electro-magnet of the slides is interrupted, this being sufficient to enable
the brakes to be applied both at the front and rear of the train.
5thly, all the attendants on the train and even the passengers in case of
imminent danger may apply the brakes and stop the train if need be, or give
the necessary signals. It will be evident that for this purpose it is simply
necessary to place intercepters at the disposition of the attendants, and also of
the passengers if desired. In the latter case I may arrange the intercepters
in such manner as to cause a signal to be exhibited every time it is worked,
the position of which signal may be readily ascertained in case of abuse.
6thly, signalling simply without stopping a train.-When it is desired only
to signal the guard or driver, all that is required of them is to re-establish the
current almost as soon as it has been interrupted; in this manner the brakes
will not have sufficient time to apply themselves, a small portion only of the
chain 4 being wound on couplings O, O, and again unwound almost instan-
taneously without any pressure being brought to bear upon the wheels at same
time that the signal is given by the rotation of the shaft M, carrying cam
wheel A.
2nd improvement.-Single electro-magnet of improved form and construc-
. tion substituted for the magnetic cylinder with eight bobbins.-The magnetic
cylinder represented at Figs. 1 and 2 by the letter N is composed of eight
bobbins or straight electro-magnets, which are maintained horizontally
between two cast-iron plates, through which pass the poles of each of the
bobbins. According to this improved arrangement I entirely dispense with
these eight bobbins and replace them by a single electro-magnet having four
- poles, which are entirely new in form and in the arrangement of the parts and
conducting wires (Figs. 5 and 6). It consists of two cylinders or tubes of
soft iron fitting concentrically one within the other as at A1 and A2; they
are firmly fitted together by two copper washers B¹, B', of about an inch in
width applied at the ends between the cylinders A¹ and A¹ in such manner as to
permit the edges of the latter to project about two-thirds of an inch outside.
Between the two rings B', B', and on the lower cylinder is wound helically a
conducting wire, filling up the annular space comprised between the two

page_text: cylinders. Two copper plates D', D', keyed on shaft M, serve to firmly fix
the whole to said shaft by means of eight bronze keys C¹, C¹, passing through
cylinder A, the two copper rings B' and the two copper plates D', D¹.
The two ends of the conducting wire, which are carefully covered and
enclosed in a small tube of india-rubber or other insulating material pass
through the copper rings B¹, B', and the end of the upper cylinder A¹, and
are fixed to the two friction rings E¹, which latter are separated the one from
the other by cross pieces of wood fixed to the outer cylinder as is the case with
the magnetic cylinder with eight bobbins. The two couplings on which the
force of magnetic adhesion of this improved bobbin are to be exerted are
constructed and act in precisely the same manner as before described..
.
$
3rd improvement.-Limited pressure applied at will on the wheels.-The
pressure that may be applied on the wheels by means of electric brake
apparatus is very considerable by reason of the multiplication of power by
the organs of transmission. In the arrangement represented in the Draw-
ings the power obtained reaches nearly thirty tons, and it would not be diffi-
cult to double that amount. The greater part of the brakes in actual use on
railroads are incapable of exerting similar pressures. In order to utilize
existing apparatus without danger it is sufficient to limit the intensity of the
pressure according to its strength. It has also been considered that a limited
amount of pressure, almost as great as that necessary for completely locking
the wheels will produce a sufficient slackening of the speed, while at same
time the wheels continue to turn and wear more uniformly, and without flats
being produced. This result is readily obtained by the application of electricity;
for which purpose instead of attaching the coupling chain direct to the framing
of the carriages by means of a rigid hook, I fix it by means of a strong spring
R', Fig. 3, which may be deflected without breaking under a pressure varying
from two to twenty hundredweight. This spring is first fixed to an iron
plate H and the whole then bolted firmly to the framing. A pivot is mounted
on the end of the spring, on which is a hook K¹. At the two ends of the
pivot are solidly mounted two wood cylinders L¹, each furnished "with 'an
external ring of copper, which is insulated. To this ring is connected the
conducting wire M', a similar wire being applied to the opposite ring to that
seen in Fig. 3, but these two wires answer the same purpose, and one only
would suffice, but two insure greater security for efficient action. On the
fixed plate H, forming a support, is applied a wood lever N, 'having two
arms, one only of which is seen in Fig. 3. This lever is mounted on a
pivot P', carried by the double support O'
by its own weight, and, if necessary, aided
The lever also constantly bears
by a spring on the two copper

page_text: plates, each let into the wood levers. The conducting wire 0¹ is soldered to
each of these plates S¹, one only being visible in the Drawing. These
arrangements being made, the current is diverted from the magnetic
cylinder N of couplings O, O, Figs. 1 and 2, in order to pass the one
part through the two wires M¹ and rings L', and the other part through
the two wires Q' and plates S¹. While the brakes are being applied the
traction chain is put in tension and causes the deflection of spring R¹ to
the end of which it is attached. The copper ring L' slides in its descent in
contact with the copper plate S¹, which is of limited length. The tension of
the chain increasing, the ring L' continues its descent until it is entirely
free of plate S¹, and is in contact solely with the wood part of lever N¹. In
this manner the current from the magnetic cylinder will be interrupted and
the brakes released, while the couplings 0, 0, Figs. 1 and 2, being no
longer retained by the magnetic adhesion, the chain unwinds of itself.
But at the same time that the chain is relieved from tension, spring R¹ im-
mediately rises and re-establishes contact between ring L' and plate S¹; the
current also circulates afresh in the magnetic cylinder and the brakes become
again applied until the chain exceeds the amount of tension ensuring contact..
In this manner a series of applications of the brakes may succeed each other
very rapidly without ever exceeding the limit of pressure, which is regulated
by the disposition of the double lever. This improved brake apparatus may
be applied to all kinds of vehicles and tenders, and may be worked by hand.
For this purpose I employ the arrangement represented on Sheet 2 of the
Drawings.
Fig. 1 shows a plan of the apparatus, and Figs. 2 and 3 details of the same.
a, barrel loose on shaft M and arranged so as to slide thereon, either to the
right or to the left, for the purpose of connection with the couplings b or c
fixed to shaft M, and with which they turn; d, shaft mounted under the
vehicle, furnished at one end with a hand lever 1. The other end of said
shaft is connected to a small rod actuating a fork g, fitted to the movable
barrel a. The locking is effected by means of a hand lever described with
reference to Fig. 1, Sheet 1, which sets the eccentric in contact with lever C
and catch E, actuating ratchet wheel F, and consequently turning brake
barrel a. The chain producing the traction is wound round this barrel, and
serves to apply the brakes. In order to take off the brakes I impart a
to-and-fro motion to lever e, which causes the barrel a to gear with the
couplings to the right and left thereof. The hollow parts of the couplings
b and c are three times larger than the projections of the loose barrel a in
such. manner that when the latter becomes disengaged from the one and

page_text: engaged with the other coupling there will be a, backward movement pro-
duced, equalling in extent the thickness of a projection thereon, consequently
the brake chain will be proportionately unwound and the brakes released to
the same extent.
In this manner by bringing the barrel in gear several times alternately
with the couplings on the right and left, the brake chain may be unwound
and also the brakes so entirely released.
The traction chain of the brakes is fixed at one end to couplings O, the
other end being attached to the frame. This chain may also be connected
to the lever of the ordinary brake shaft of the following carriage, and so effect
the application of the brakes simultaneously in both carriages.
the
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said William Clark in the Great Seal Patent Office on
1st June 1865.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
CLARK, of 53, Chancery Lane, in the County of Middlesex, Engineer and
Patent Agent, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Second day of December, in the year of our Lord
One thousand eight hundred and sixty-four, in the twenty-eighth year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said William Clark, Her special licence that I, the said William Clark,
my executors, administrators, and assigns, or such others as I, the said William
Clark, my executors, administrators, and assigns, should at any time agree
with, and no others, from time to time and at all times thereafter during
the term therein expressed, should and lawfully might make, use, exercise,
and vend, within the United Kingdom of Great Britain and Ireland, the
Channel Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN THE
MEANS AND APPARATUS EMPLOYED FOR ACTUATING RAILWAY BRAKES," a communi-
cation to me from abroad by Francois Ferdinand Auguste Achard, Engineer,
of 29, Boulevart, St. Martin, Paris, upon the condition (amongst others) that
I, the said William Clark, my executors or administrators, by an instrument
in writing under my, or their, or one of their hands and seals, should particularly
describe and ascertain the nature of the said Invention, and in what manner
the same was to be, performed, and cause the same to be. filed in the Great

page_text: Seal Patent Office within six calendar months next and immediately after
the date of the said Letters Patent.
NOW KNOW YE, that I, the said William Clark, do hereby declare the
nature of the said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement, reference being had to the 2 Sheets of Drawings hereunto annexed,
and to the letters and figures marked thereon (that is to say):-
This Invention relates to an improved electric apparatus applicable for
working the brakes and signalling on railways, which result is obtained by
the action of a pile acting automatically or otherwise on suitable gearing,
which in its turn regulates the mechanism employed for producing the effect
desired. The pile above-mentioned may be replaced by any other suitable
generator of electricity, such as an induction apparatus. Application of the
apparatus for service on railways, such as for working the brakes com-
municating between the front and rear carriages of a train between the guard
and driver, and it may be the passengers also, for stopping a train in case of
the couplings breaking.
Fig. 1, Sheet 1, of the annexed Drawings represents an elevation, partly in
section, of a railway carriage brake furnished with the electric apparatus of
this Invention.
Fig. 2 shows a plan of the carriage, while Figs, 3, 4, 5, and 6 show details
on a larger scale, and herein-after described.
Figs. 1, 2, and 3, Sheet 2, show a plan and details of an arrangement of
brake apparatus worked by hand without the aid of electricity.
Description.The essential principle of the application of the electric
apparatus to railway purposes consists in applying the power developed by the
rotation of the wheels of the carriages for locking and unlocking the brakes
and for giving the signals, the transmission of this power produced by the
rotation of the wheels to the principal lever of the brake shaft ordinarily
employed is effected by means of an eccentric B fixed on one of the axles,
and a lever C jointed to the frame, and bearing on the eccentric by means of
a spring H. This eccentric B during the rotation of the wheels imparts a
to-and-fro motion to lever C, while a catch E jointed at its extremity acts in
its turn on a toothed wheel F to which it imparts rotary motion, and so to
shaft M on which said wheel is keyed. On this shaft M is solidly fixed a
magnetic cylinder N composed of several horizontal electric bobbins arranged
in a circle. Two cast-iron couplings 0, 0, are mounted on shaft M in a
similar way to loose pullies on each side of magnetic cylinder N. These
couplings at the ends next the poles of the bobbins have the form of discs 1

page_text: of soft iron, and are arranged so as to come in immediate contact with said
poles. These two couplings may also be used for cxerting great tractive
force on the large lever 2 of shaft 3 of the ordinary brakes by the aid of a
chain 4 suitably arranged. By means of this traction the brake blocks 5 are
brought up to the tyres and caused to bear with a progressively increasing
pressure until the wheels are completely locked. This transmission of power
by the rotation of the wheels need not be produced while the train is running
except for the purpose of putting on the brakes or for signalling. All the
parts are ordinarily suspended by an electro-magnet K having four poles fixed
to the frame, and by two armatures or slides I joined to lever C on the same
axis as catch E governing toothed wheel F. The electric current from any
suitable pile (sulphate of copper for example) or other generator of electricity
constantly acts on this electro-magnet K, and produces an adhesive force
capable of suspending the two armatures or slides I, I, in their highest
position, notwithstanding the weight of lever C and the action of spring H.
The lever C also remains secured at the upper limit of its course of oscillation,
and the eccentric B turns freely below without hindrance.
Method of applying the brakes. The electric wires communicating with
the magnetic cylinder N, couplings 0, 0, and electro-magnet K of slide I
are each insulated in a small india-rubber tube, and are carried away to the
tender where they are connected to a portable commutator screwed on the
side of the carriage. The brakesman in order to apply the brakes simply
moves the small crank of this commutator, by which movement the electric
current is interrupted with the electro-magnet K of the slides, and is
established with the magnetic cylinder N. The lever C being then no longer
held in suspension falls by its weight, and the action of the spring combined
on to eccentric B which imparts a to-and-fro motion to the lever converted
into a rotary motion of shaft M by means of catch E and toothed wheel F.
At same time the poles of the magnetic cylinder N become active, and are
caused to adhere strongly to the two couplings O, O. These couplings
which have thus become fixed to shaft M turn with it and so wind up the
chain as to exert considerable tractive force on the brake lever, and con-
sequently an increasing pressure on the tyres until the wheels are completely
locked.
Locking the wheels with continuous pressure. In order to exert constant
pressure on the wheels without completely locking them it is simply necessary
to re-establish the electric current with the electro-magnet K of the slides
immediately after interrupting it, at same time that it is allowed to circulate
in the magnetic cylinder N. The action of catch E on toothed wheel F ceasing,

page_text: the shaft M of couplings O, O, also ceases to turn while the chain remains in
tension, and keeps the brakes up to the wheels with a constant pressure. In
order to take off the brakes it is sufficient to move the crank of the commutator
from right to left (its normal position) the current being thus cut off from
magnetic cylinder N destroys the adhesion, while the couplings 0, 0, again
become loose and chain 4 is unwound, the brake blocks 5 are thus removed
from the wheels which are allowed to turn freely, the electro-current being
also at the same time re-established with electro-magnet K of slides I. These
latter are
now attracted by the magnetism, and are suspended in their
highest position together with lever C and catch E out of contact with
eccentric B. This arrangement enables the driver to lock and unlock the
wheels several times successively during a stoppage, following close upon each
other so as to prevent the tyres becoming worn through the wheels when
firmly locked sliding too long on the rails.
Communicating between the front and rear of a train. By cutting off the
electric current from the electro-magnet K of the slides I, I, as also from
magnetic cylinder N, the shaft M may be turned, and with it the cam wheel A
actuating lever S, the end of which is attached to the hammer of a bell fixed
in the front carriage of a train. This bell warns the driver and stoker, and it
may be the guard of a train, when the current is interrupted throughout.
This bell also gives warning every time the brakes are applied until the wheels
cease to turn as also each time the current becomes interrupted from any cause,
such as a breakage of the couplings, or even should a wire become broken the
bell will sound automatically until the train is completely brought up; 6 is a
lever connected to lever C by a forked rod 7, for the purpose of preventing
excentric B from acting on said lever when it is wished to substitute hand
gear instead of the electro-magnet K, or to prevent the mechanism from acting
or applying the brake while the vehicle is stationary.
Second combination.-The following description relates more particularly to
improvements in the type apparatus previously described.
First improvement.-Electro-magnet of relays.-One of the two currents
circulating throughout the train is dispensed with, the locking being effected by
the simple. interruption of the current of the electro-magnet K of the slides,
the brakes being also applied by a self-acting arrangement, in case of..the
couplings breaking, or from other cause which may. break the current from
the electro-magnet K of the slides. From the above arrangement it results
that in case the couplings break, the three conducting wires necessary for the
transmission of the two currents from one end of a train to the other being
necessarily broken, neither of the two currents can circulate. The shaft

page_text: carrying the magnetic cylinder N and cam-wheel A of the signal apparatus
turns by reason of the interruption of the current of electro-magnet K
governing lever C and catch E. The magnetic cylinder being inactive, the two
couplings 0, 0, remain loose on their shaft, and the traction chain 4 ceases to be
wound up, and the brakes 5 will not be kept up against the wheels, there will
however be a sufficient effect produced to insure the security of the train by
the working of the bell signals on the front and tail ends of the train. These
signals continuing until the train is stopped, and also the part detached by the
breakage of the couplings cannot fail to be heard, 1st, by the driver, stoker,
and guard of the train, and 2ndly, by the breaksman in the rear carriage.
All these persons possess the means of stopping the train, viz., the driver,
guard, and brakesman, by means of the several brakes at the front and rear
ends of the train. It is also considered preferable that the system of electric
brakes should comprise the automatic locking of the whole of the brakes on the
breakage of the couplings or other causes which might suspend the action of
the conducting wires running throughout the train. The electric agent may be
readily adapted for the production of these several effects. For this purpose in
the latter case I have only one current circulating throughout the train, and
consequently use two wires only, viz., that of the electro-magnet K, governing
lever C, and of catch E. The wires corresponding to the magnetic cylinder N
do not leave the vehicle in which the electric apparatus is placed, but are con-
nected immediately to the pile in said carriage, while the circulation and
interruption of the current are regulated by a relay electro-magnet receiving
the same current as the electro-magnet K, Fig. 4 of the slides, and serving as
an intercepter.
Action of the apparatus arranged.-According to this second combination,
Fig. 4, 1st, the current circulates through the electro-magnet K of slides I, I,
the lever and catch being suspended, as previously described, the same current
also circulates through the electro-magnet of relays E2, while the armature F*
is firmly held in contact with the poles by the force of adhesion, the contact
point G of the current to the magnetic cylinder N is in its turn held forcibly
at a distance from plate K, and prevents the electric current from circulating
through the magnetic cylinder N (Figs. 1 and 2).
2ndly, in order to lock the brakes the driver on the locomotive moves the small
crank of the commutator, which is placed at hand from left to right.
By this
movement he breaks the current of electro-magnet K of slides H, and conse-
quently of the electro-magnet of relays E2. The armature F becomes separated
from the poles, and closes the circuit of magnetic cylinder N, Figs. 1 and 2,

page_text: by bringing point G in contact with the copper plate K. The attraction of the
magnetic cylinder is instantly produced, the two couplings O, O, Figs. 1 and 2,
by the force of adhesion becoming fixed to shaft M, Figs. 1 and 2, on which
they are carried, the traction chain 4 is also wound up by catch E turning
said shaft through toothed wheel F, Figs. 1 and 2, the brakes being pressed
more and more on the wheels until they are completely locked.
3rdly. If it is desired to take off the brakes, the driver moves the small
crank of the commutator from right to left, and thus re-establishes the
electric current with electro-imagnet K of the slides, and consequently of the
electro-magnet of the relays Eº. The armature F2 of the latter being
immediately attracted by the magnetism separates the contact point G2 with
the copper-plate K³, when the current is immediately interrupted with the
magnetic cylinder N, and the couplings 0, 0, being no longer held by
magnetic adhesion again become loose on shaft M, and chain 4 is instan-
taneously unwound, which permits of brakes 5 being released from the wheels
which then turn freely.
4thly. "Automatic stoppage of a train on the occasion of a coupling breaking
or other cause liable to interrupt the passage of the current throughout the
train." This result which is so requisite for the security of a train is
necessarily attained by the adoption of this apparatus, and of the principle of
action by interrupting the current of electro-magnet K of the slide, as
whether the wires become broken by the breaking of the coupling, or whether
they are intercepted by an electric apparatus, for the purpose in both cases
the current of the electro-magnet of the slides is interrupted, this being
sufficient to enable the brakes to be applied both at the front and rear of
the train.
5thly. All the attendants on the train, and even the passengers in case of
imminent danger, may apply the brakes, and stop the train if need be, or
give the necessary signals. It will be evident for this purpose it is simply
necessary to place intercepters at the disposition of the attendants, and also
the passengers if desired. In the latter case, I may arrange the intercepter in
such manner as to cause a signal to be exhibited every time it is worked,
the position of which signal may be readily ascertained in case of abuse.
6thly. Signalling simply without stopping a train.-When it is desired
only to signal the guard or driver all that is required of them is to re-establish
the current almost as soon as it has been interrupted, in this manner the
brakes will not have sufficient time to apply themselves, a small portion
only of the chain 4 being wound on couplings O, 0, and again unwound almost

page_text: instantaneously without any pressure being brought to bear upon the wheels at
same time that signal is given by the rotation of the shaft M carrying cam
wheel A.
Second improvement.-Single electro-magnet of improved form and com-
struction substituted for the magnetic cylinder with eight bobbins.-The
magnetic cylinder represented at Figs. 1 and 2 by the letter N is com-
posed of eight bobbins or straight electro-magnets, which are maintained
horizontally between two cast-iron plates, through which pass the poles of
each of the bobbins. According to this improved arrangement I entirely
dispense with these eight bobbins and replace them by a single electro-
magnet having four poles which are entirely new in the form and in the
arrangement of the parts and conducting wires (Figs. 5 and 6). It consists of
two cylinders or tubes of soft iron, fitting concentrically one within the other
as at A and A1; they are firmly fitted together by two copper washers B¹, B¹,
of about an inch in width, applied at the ends between the cylinders A¹ and A1,
in such manner as to permit the edges of the latter to project about two-thirds
of an inch outside. Between the two rings B2, B¹, and on the lower cylinder,
is wound helically a conducting wire filling up the annular space comprised
between the two cylinders. Two copper plates D', D', keyed on shaft M,
serve to firmly fix the whole to said shaft by means of eight bronze keys C¹, C¹,
passing through cylinder A, the two copper rings B and the two copper plates
D', D¹. The two ends of the conducting wires, which are carefully covered
and enclosed in a small tube of india-rubber or other insulating material,
pass through the copper ring B¹, B, and the end of the upper cylinder A¹³,
and are fixed to the two friction rings E', which latter are separated the one
from the other by cross pieces of wood fixed to the outer cylinder as is the
case with the magnetic cylinder with eight bobbins. The two couplings on
which the force of magnetic adhesion of this improved bobbin is to be
exerted are constructed and act in precisely the same manner as before
described.
Third improvement.-Limited pressure applied at will on the wheels.-The
pressure which may be applied on the wheels by means of electric brake
apparatus is very considerable by reason of the multiplication of power of the
organs of transmission.
In the arrangements represented in the Drawings, the power obtained
reaches nearly thirty tons, and it would not be difficult to double that amount.
The greater part of the brakes in actual use on railroads are incapable of
resisting similar pressures.

page_text: In order to utilize existing apparatus without danger it is sufficient to limit
the intensity of the pressure according to its strength. It has also been con-
sidered that a limited amount of pressure almost as great as that necessary
for completely locking the wheels produces a sufficient slackening of the speed,
while at same time the wheels continue to turn and wear more uniformly
without flattening. This result is readily obtained by the application of
electricity, for which purpose instead of attaching the coupling chain direct
to the framing of the carriage by means of a rigid' hook, I fix it by means of
a strong spring R¹, Fig. 3, which may be deflected without breaking under
a pressure varying from two to twenty hundredweight. This spring is "first
fixed to an iron plate H', and the whole then bolted" firmly to the framing,
a pivot T is mounted on the end of the spring on which is a hook K. At
the two ends of this pivot are solidly mounted two wood 'cylinders L', each
furnished with an external ring of copper which is insulated. To this ring is
connected the conducting wire M', a similar wire being applied to the opposite
ring to that seen in Fig. 3, but these two wires answer the same purpose,
and one only would suffice, although two ensures greater security for efficient
action. On the fixed plate 'H' forming a support' is supplied a wood lever N
having two arms, one'only of which is seen in Fig. 3. This lever is mounted
on a lever P¹, carried by the double support O¹, the lever also constantly bears
by its own weight, and if necessary aided by a spring on the two copper rings
of the wood cylinders L. The metallic contact is effected by a plate S¹, or
The con-
preferably by two copper plates, each let into the wood levers.
ducting wire Q¹ is soldered to each of these plates S', one only being visible
in the Drawing. These arrangements being made the current is diverted
from magnetic cylinder N of couplings 0, 0, Figs. 1 and 2, in order to pass
the one part through the two wires M' and rings L', and the other part
through the two wires Q¹ and plates S¹, while the brakes are being applied
the traction chain is put in tension, and causes the deflection of spring R', to
the end of which it is attached; the copper ring L slides in its descent in
contact with the copper plate S₁ which is of limited length. The tension of
the chain increasing the ring L' continues its descent until it is entirely freed
of plate S¹, and is in contact solely with the wood part of lever N'. In this
manner the current from the magnetic cylinder will be interrupted and the
breaks released, while the couplings O, O, Figs. 1 and 2, being no longer
retained by the magnetic adhesion the chain unwinds of itself; but at same
time that the chain is released from tension, spring R¹ immediately rises and
re-establishes contact between ring L' and plate S', the current also circulates

page_text: afresh in the magnetic cylinder, and the brakes become again applied until
the chain exceeds the amount of tension ensuring contact. In this manner
a series of applications of the brakes may succeed each other very rapidly
without ever exceeding the limit of pressure which is regulated by the disposi-
tion of the double lever. This improved brake apparatus may be applied
to all kinds of vehicles and tenders, and may be worked by hand. For
this purpose I employ the arrangement represented in Sheet Two of the
Drawings.
Fig. 1 shows a plan of the apparatus, and Figs. 2 and 3 details of same.
a, barrel, loose on shaft M, and arranged so as to slide thereon either to the
right or left for the purpose of connection with the couplings or c fixed to
shaft M, and with which they turn; d, shaft mounted under the vehicle
furnished at one end with a hand lever e, the other end of said shaft is con-
nected to a small rod actuating a fork g fitted to the movable barrel a. The
locking is effected by means of the hand lever described in Fig. 1, Sheet 1,
which sets the eccentric in contact with lever C and catch E, actuating
ratchet wheel F, and consequently turning brake barrel a. The chain pro-
ducing the traction is wound round this barrel and serves to apply the brakes.
In order to take off the brakes I impart a to-and-fro motion to lever e, which
causes barrel a to gear with the couplings to the right and left thereof. The
hollow parts of the couplings b and c are made three times larger than the
projections of the loose barrel a in such manner that when the latter becomes
disengaged from the one and engaged with the other coupling there will be a
backward movement produced equalling in extent the thickness of a projection
thereon, consequently the brake chain will be proportionately unwound and
the brakes released to the same extent. In this manner by bringing the barrel
in gear several times alternately with the couplings on the right and left the
brake chain may be unwound and the brakes so released entirely. The
traction chain of the brakes is fitted at one end to couplings o, the other end
being attached to the frame, this chain may also be connected to the lever
of the ordinary brake shaft of the following carriage, and so effect the appli-
cation of the brakes simultaneously in both carriages.
Having described the nature of this Invention and the manner of perform-
ing the same, I declare that what I claim as the Invention to be protected by
the herein-before in part recited Letters Patent is, the improved electric
apparatus herein described which may be applied for various purposes, such
as for working the brakes, and signalling on railways, and otherwise, the
apparatus being actuated by an electric current, which apparatus in its turn

page_text: acts on suitable mechanism for producing the desired result, all as herein-
before described.
In witness whereof, I, the said William Clark, have hereunto set my hand
and seal, this Thirtieth day of May, in the year of our Lord One
thousand eight hundred and sixty-five.
Witness,
JAMES DAISH,
53, Chancery Lane,
London.
W. CLARK. (L.S.)