US357976A

US357976A - Car-brake

Info

Publication number: US357976A
Authority: US
Publication date: 1887-02-15
Anticipated expiration: 1904-02-15

Description

(No Model.) Sheets-Sheet 1.

G. P. CARD.

GAR BRAKE.

No. 357,976. Patented Feb. 15, 1887.

In van t9 George Baez-c? (No Model.)

4 Sheets-Sheet 2.

G. F. CARD.

GAR BRAKE.

Patented Feb. 15, 1887.

in van 2a 2'.-

(No Model.)

' 4 SheetsSheet 3. G. F. CARD.

In Venzon T NORRIS Prrzns co, "VOTGJJTHQ, wAsmNsvovL o c.

(No Model.) 4 SheetsSheet 4.

G. P. CARD.

GAR BRAKE.

No. 357,976. Patented Feb. 15, 1887.

JXQZYM Ya: mum wzrzus coy. PHOTIJLITKQ, WASHINGTON, n. c,

UNITED STATES PATENT OFFICE.

GEORGE F. CAR-D, OF COVINGTON, KENTUCKY, ASSIGNOR TO HENRY K. LINDSEY, OF CINCINNATI, OHIO.

. CARI-BRAKE.

SPECIFICATION forming part; of Letters Patent No. 357,976, dated February 15, 1887.

Application tiled December as, IBFE. 'Serial No. 126.131. (No model.)

devices whereby-at any instant of time-the momentum of a moving car or train may be utilized to retard or stop it.

In mypresent invention (like that described in my Patent No. 334,637, granted January 19, 1886, and to which reference may be made for features common to both forms) the brake mechanism is actuated through the instrumentality of an electromagnetic circuit operating by mechanical appliances, which are partly automatic and partly under control of one or more ofiicers of the train. In brakeoperating devices of this kind anterior to my said improvements the object has been accomplished by a counter-stress upon the system of weighted brake-levers by the direct actioh of the electromagnetic armature, which has,consequently, required considerable length or amplitude of stroke. with a corresponding expenditure of current force; but in my said improvements the pull upon the system of weighted levers is derived from the same member which drives the brake-windlassnamely, one of the axles-through the medium of an electromagnetic clutch. In my former invention the said clutch operated, when energized, to keep the brake mechanism prop er' out of action. In my present invention, on the contray, said clutch operates, when energized, to bring said mechanism into action.

This mode of utilizing my electro-magnetpossesses over that of my former patent a still further marked economical gain consequent on avoiding nearly all the wear and friction incident to contact of the revolving axle with the magnet-poles, such contact in my present form occurring only during the comparatively brief periods of brake action, instead of during the greatly longer periods, during which no brake action takes place. In this mode of employing the electromagnetic, force the operating spring or weight of the brake mechanism is retractile and tends to hold the friction-drums out of contact, and instead of one source of electricity,as in my aforesaid patent, two sources of electriccurrent are requiredone at each end of the train. These separate sources of current in my present invention consist of adynamo on the locomotive and a storage-battery on the rearmost car,the charge of said battery being maintained at the desired saturation by the shunting of almost the entire dynamo-current through it in the intervals between consecutive brake actions. For

circuitsto wit: A circuit of low resistance, which I name the charging-circuit, and a circuit of relatively much higher resistance, which I designate the brake-circuit. The 'said charging-circuit having served to maintain the batterycharge, as aforesaid, is grounded. The said brake-circuit is brought into activity by first cutting out the chargingcircuit and then lowering the resistance in said brake-circuit to the point required for applying the desired brake action with any force between-that requisite for a slight slowing down to that necessary for abrupt stoppage of the train; The brake-circuit, besides its higher resistance, differs from the charging-circuit in being completely metallic, alike for the outgoing and for the returning currents.

My present improvement comprises a'system of regulatable resistances which operates as follows: First, in thenormal condition of the brake-circuit, restricts its electro-magnetic activity to a point at which it is incapable of causing "brake action; second, enables maintenance of a constant predetermined workingresistance under varying numbers of individual car-brakes included within it; third, enables the train-brakes to be operated from either source of electric current; fourth, enajected to independent electromagnetic brake action.

Associated with certain of these resistances are electromagnetic sounder-s which, first, give audible warning of train separatidns and other disturbances; second, enable transmission of signals from either end of the train; third, prevent waste of batteryenergy.

this purpose I employ two electromagnetic bles either part of a separated train to be sub- The construction of my electromagnetic I00 brake-couplings is such that by the mere act of bringing their parts together the chargingcircuit and the bra-kecireuit are both made co-extensive with the train, and said construction is further such as, in event of separation of the train or of any brake-coupling, to antomatically complete or close the brake'circuit for each portion of the train at the point ofseparation on the hall' of the coupling which remains attached to it, and to enable the full strength of the current on the separated part to flow from its source of electric energy (dynamo or battery) around the newly-formed terminus and back again to the said source. In order to give instant notice of such new conditions, so as to'warn the engineer to bring his now shortened lnake-circuit to the desired normal resistance, and the conductor or other ol'lieer in charge of the separated rear portion to put the battery in communication with the brake system on his portion of thetrain, and, it occasion require, to set his brakes, each end of the train has a sounder which such change of conditions al'itomatically brings into action in the manner hereinafter explained. The mechanism is so contrived as to automatically give instant warning of any variation of re-- sistances, whether of increase, as by lengthening of the train, or of decrease, as by shortening or separation of it, or by cutting one.or

more cars out of the brake-cireuit.

The present form of my invention is more especially designed and is here illustrated as adapted for use on freight-trains.

In the accompanying drawings, Figure 1 is a perspective view showing one of my electaro-magnetic clutches in position upon the caraxle, the said Iiigure representing the clutch in its open or inactive condition and its system of lever-and-chain connections with the frictiou-drums, and finally with the mechanism of the brake-shoe or rubber of any customary construction. Fig. 2 is a trans verse, and Fig. 3 an axial, section of my electro-magnetic clutch in place upon the axle, the clutch in these two figures being shown energized, and consequently grasping thejaxle-collar. Fig. 4 is a diagrammatic representation of my double-circuit system, the saiddiagram being designed for a train consisting of an en gine and two cars, the charging-circuit being .shown closed. Fig. 5 represents diagrammatically theporti on near an d inclndin g the dynamo,

the charging-circuit being shown cut out by-a right hand shift of the upper regulator-arm and the dynamo being shown cut out from the brakecircuit by the rupture of the combined cut-out and coupling between said circuit and the dynamo. Fig. 6 is a diagrammatic representation'of the portion of my circuit system near to and including the storage-battery in the condition such portion assumes ion a part of the train separated from what remains attached to the engine. In this condition of the parts the brake-circuitis seen to be automatically closed in the member of the ruptured coupling which remains attached to the thus-separated coil and sounder.

portion of the train. This view supposes that the person in charge, having become (by ringing of the sounder or otherwise) cognizant of the disconnection of his part of the train from the part attached to the engine, has given the regulator-arm on his portion a right-hand shift snfficient to allow enough current to pass from the storage-battery into the coils of the electromagnetic clutch to cause the segments of the latter to grasp the axle, as shown, preparatory to revolving with the latter a sufficient distance (see Fig. 2) to start the brakewindlass and set the brakes. Fig. 7 is a side elevation, and Fig. 8 is in part a front elevation and in part a section on line 8 8, of the two groups of resistance-regulators at the dynamo end, with associated liiglrresistance The lower regulator-arm in Fig. 8 is represented set for a train having an engine and one attached car, and-the upper regulator-arm in said figure is represented so set as to close the charging-circuit and to place all the resistance-coils in the brake-circuit, thus preventing brake action. Fig. 9 is a central vertical section ol'such resistance-groups. Fig. 10 is an elevation of the resistance-regulator and the sounder at the battery end, the regulator-arm being shown set for down brakes and the sounder-magnet being shown active. Fig. 11 is a top view of the sounder at the battery end, the bell having been removed and the magnet being shown inactive. Figs. 12 and 13 are perspective views in the closed and the open conditions, respectively, of the combined cutout and coupling in the brake-circuit at the dynamo. Fig. 14 is a side elevation of my electric coupling between the locomotive and the fortnnost car, or between any two consecutive cars. Fig. 15 represents one memberot' my electric coupling in perspective. Fig. 16 shows my coupling in its detached condition, one member being represented by axial section and the other member by side elevation. Fig. 17 is an axial section of my coupling in the closed condition. Fig. 18 is'a partial representation ofmy brake-settin group of resistances, the same showing a mo?lification of my series of resistance-coils.

A may represent portions of either thelocomotive and an attached car or of two conseeutive cars.

- B is part of a customary or any suitable brake-lever.

C may represent a part of one of the caraxles. D may represent part of a frame connected therewith.

E are checks, of which each is at one end formed .into aslcevc which grasps the axle, and at the other end occupies a sl0t,f, in a bracket, F, upon the frame I). G is a U- formed lever, which has its fulcrum g in said cheeks E.

H is the brake-Windlass, and I is a chain or cable that connects said windlass with one of the levers B of the brake apparatus proper, of any customary or approved construction.

The Windlass H carries a spur-wheel, K, that gears with a pinion, L, onshaft M, which is journaled in the arms of the lever G, and carries a friction wheel or drum, N, which, for

setting the brakes, is by the motion of said le-' ver brought into contact with a hub or collar,

0, of the axle. The friction members or drums tnrned limbo is coupled by pivot P to thelever G, and whose horizontally-extending limb 0 is connected by a chain or cable, Q,

with ail-electromagnetic clasp or clutch, R,-

whose construction is substantially as follows: Shrunk or formed upon the axle G is an iron hub or collar, 0, loosely inclosing which are the two annular segmental jaws of my electro magnetic clutch, B, to which the said collar dischargesthe functions of an armature. Each 'jaw consists'of two outer annular segmental cheeks, S, of any strong non-condnetorsuch as vulcanized fibereonnected at two of their adjacent extremities by a link or double joint, T, and at their other two extremities by a shackle, T, to which is fastened the lower end of the chain Q. Secured between the cheeks S is an iron core, V, which, like said cheeks, is curved concentrically to the collar and has end expansions or pole-pieces, c, which, when the current is turned on, clasp the collar 0, as shown in Figs. 2, 3, and 6. Surrounding each core is a helix, U, forming part of the brakecircuit hereinafter described. The winding of these helices is preferably in series, as shown. The cheeks S extend radially inward, so as to embrace the shoulders of the collar 0' and to hold the clutch against longitudinal displacement. The proportions of the parts are such that when current is traversing the helices U the jaws clasp the collar 0 with force just sufficient to be carried around by the revolving axle to apoint at which, through the media of the chains and levers above described,

they operate to cause effective-impact of the friction-drums N and a, but not snflicient to sunder the attachments byxlragging the clutch around beyondfthat point, which being reached, the axle merelyrotates within the clutch without causing further rotation of thelatter. The.

double-jointed connection. of the clutch-jaws facilitates their embrace of the collar 0 equally throughout.

The resistance, hereinafter described,and the helices of the clutch R are so proportioned as to'producea clutch-traction just sufficient for the purpose without subjecting the parts to unnecessary wear and strain.

Actual tests show an insignificant stress (less than five pounds) to be amply sufficient 'to" secure the necessary traction between the clutch-jaws and the axle-collar, and this extremely slight tax upon the propelling power is, in the present form of my invention, re-

stricted to the comparatively brief periods of brake action.

Practical tests of the electro-magnetic clutch show a capacity to stop a train often cars with less than one-fourth of an ampere of current.

The general arrangement of my circuit system is indicated in diagrams 4, 5, and 6, and the mechanical details in other figures. 1, 2, and 3 respectively represent the charging-circuit, the brake-circuit, and the dynamo. The conductors 1 of the charging-circuit are represented by strong lines, and those, 2, of the brake-circuit by faint lines, and their currents by strong and faint arrows respectively. Diagram 4 may represent the apparatus in condition to receive current. j

To follow the path of the charging-circuit, start from the positive pole of the dynamo 3 in direction of the strong arrows, through contact-springs 4 5 to the joined shells- 6 of couplings, whose number depends on the number of cars composing the train. From the rearmost coupling the conductor passes to electromagnet/7, of which its conductor forms the helices 8. Armature 9 of said magnet is nor mally held away from the magnet-core by customary retractile spring 10, whose tension is made susceptible of regulation by its attachment to a common winding-post, 11, or by other customary means. This normal condition of the armature (shown in Figs. 6 and 11) brings it into juxtaposition with contactspring 12. In this normal or quiescent condition of the parts communication exists through main conductor or shortcut 13 to contact-spring 12, thence through armature 9 and the condueting wire to push-button 14, through conductor 1 and the metallic portions ofthecarto ground. Similar communication exists from ground through the conductor l and the engineers push-button 15 to the negative pole of the dynamo 3.

Starting of the dynamo causes energization of electro magnet 7, so as to attract armature 9 and to rupture its contact with spring 12 and to bring its rear side in contact with spring 16. (See Figs. 4 and 10.) Direct communication, with ground through short route 13 being' thus cut out, the entire current of the helix 8 is compelled. to traverse the shunt 1 to the positive pole of storage-battery 17, through said battery to its negative pole, and thence to the switch 18, which (when in the condition shown in Fig. 6 and by strong lines in Fig. 4) allows the current to proceed by conductor 1 to the rear contact-spring, 16, and thence through armature 9 to the ground, as in the first instance. v

The above description assumes that the springs 4 and 5 have been held in contact by pressure upon insulator-protuberance 19 on spring 4 of regulator-arm 20, to be hereinafter described.

An important function of the electro-magnet 7 and its described associated spring-contacts is that any tendency to reverse flow,and

consequent waste of battery-current, is checked by rupture of the battery-circuit at the point of contact of armature 9 with the eontactspring 12. The importance of such automatic interruption is apparent when it is perceived that such refluent current action might ensue either from a weakening or a cessation of the dynamo-current, orevcn by the clectromoth e force of the dynamo dropping below the accumulated forceofthcbattery. Audiblenotification of such condition of the parts is given by any suitable soundersuch, for example, as may consist of a bell, 21, struck by a hammer, 22, on end of armature 9, at each retractile stroke thereof. The same sounder is available as a means by which the person in charge at the rear end of the train can be signaled by the engineer, as the bell 2'1 canatany instant be rung by a momentary depression of pushbutton, 15.

23 is a resistance-coil for the purpose of preventing any change of current intensity in the battery-circuit which may arise from cutting out the battery.

To cutout the battery the switch 18 is shifted to break the communication with the battery and make communication with the said coil 28. (See dotted lines in Fig. 4.)

In the abovedescribed condition of the parts the apparatus possesses, in multiple, two circuits complete, to wit: the ehargingcircuit of low resistance and the brake-circuit of very high resistance, whose respective current strengths are inversely as their resistances.

Before entering on a general description of my brake-operating circuit explanation will be made of several groups of included resistances. Of these groups the first to be described is resistance-group 34, which is an' instrumentality whereby the engineer is enabled to keep the resistance of the entire brake-circuit constant, notwithstanding changes in the number ot'individnal car-brakes included in the circuit. This group is preferably located in the return branch (if the brake-circuit near the dynamo, and consists of a vibrating arm, 35, in said circuit, concentric with whose axis of vibration is a series of contact-plates, 36,

connected by coils 37, the resistance of each of which should equal that of an individual car-brake, and whose number should correspond to that of the greatest number of such brakes likely to be coupled upin asingle train. Short-cut switches 38, or other proper expe' dient-s,enable the person in charge of the train to include or exclude, at discretion, any one or more oftheiudividual car-brakes. In using the device 34 the engineer cuts out as many coils as there are brakes to be operated, thus Fig. 4 shows the device adapted for two and Figs. 5 and 8 for one brake. For simplicity of illustration only five coils are here shown.

Of similar construction to group 34 is the resistancegroup 39, which is an instru mentality whereby the engineer is enabled to first out out the charging-circuit and to next bring the brakes into action with any desired force-that is to say, from that which barely suffices to slow down the train to a force capable of stopping the train either gradually or with any de- 7c sired abruptness. Said group has a regulating-arm, 20, similar both in arrangement and function to arm 35 of group 34, but possessing, when in the depressed position shown in Figs.

4 and S, the further function of holding the 7 springs 4 and 5 'in contact, which it does by its impact with the non-conducting protuberance 19 on spring 4. Associated with arm BU-is a series of contact-plates, 42, similar in arrangement and function to the contact'plates 36 01"80 group 34. The first two contact plates of group 39 are connected by the very-high-resistance coil 43 ofan eleciro-maguet, 7*,whosearmature 9* is normally held away from said electro-magnet by retractile spring 10*,so as to come against adjustable contactpoint 30, and

to thereby establish communication from the first of contact-plates 42, through said contact; point 30, to the armature 9, and thence through the coil 43 to the second of said contact-plates. 0 The resistance of the coil is made sufficient to completely prevent brake action even afterthe charging-circuit has been cut out by the first slight elevation of regulatou'arm 20, or by the rupture of the charging-circuitatany other point. The retracting-spring 101 is attached to winding-post ll. and its tension is so adjusted as, with the normal resistance in the brake-circuit, to hold the armature 9* against contact-point 30, except when the brake-cirroo cuit current attains the certain predetermined strength, which ensues upon interruption of the charging circuit, when the armature is pulled away from contact-point 30 by the electro-magnet 7*, so as to rupture the brake-cirm cuit, and is then alternately pulled in one direction by the spring 30 and in the other direction by the electro-magnet, so as to alternately close and open the brake-circuit until the normal current therein is restored. The no armature 9* carries a hammer, 22*, which, when. said armature vibrates, strikes a bell, 21*, so that the device constitutes a repeat ing-sounder, which informs the engineer of any interruption oft-he charging-cireuit,which I 15 may be caused by the separation of the train or by depression of push-button 14 by the person in charge at the rear end of the train, who

is thereby enabled to signal the engineer.

The resistance in the brake-circuit maybe no so proportioned that the exclusion from the brake-circuit-of one or more individual carbrakes while the chargingcircuit remains closed will cause thesounder 21* to ring until,

by shifting arm 35, the normal brake-circuit resistance is again established. Such decrease in resistance of the brake -,circnit with the charging-circuit still closed may be caused by shifting one or more of the switches 38, or by shortening the train by the persons in charge, in which latte case the storage-battery is removed to the rear car of the newly-made-up train and the charging and brake circuits completed, as before.

The second and third and all succeeding con secutive contact-plates of group 39 are connected by coils 49, preferably of much higher resistance than the coils 37 of group 34. These coils may be all of uniform resistance; but by preference the coil fiist encountered in setting the brakes will be of greater resistance, the next consecutive coil of somewhat less resistance than the first, and so on, with diminishing resistances, down to the other end of the group. This may be secured either by using wires of gradually greater thicknesses for the successive coils, (which may be supposed to be the case in Fig. 8,) or coils of graduallylessening lengths of wire, which latter form is intended to be represented in Fig. 18. The contact-plates of each group are preferably of the represented segmental form, arranged in an annular segment whose outer periphery is concentric with the axis of vibration of the regulating-arm, and each arm has a contact piece, 50, which is caused to press against said periphery by means of a spiral spring, 51. Each arm has also a convenient handle, 52.

Of the two groups of regulating-resistance, 34 and 39, group 34 is set once for all for any particular train immediately after such train has been made up, and is then left wholly undisturbed until some change in the train takes place, either by addition or removal of individual car-brakes. Group 39, on the contrary, remains undisturbed and in its normal condition (shown in Figs. 4 and 8) until it becomes neoessaryto apply the brakes, for which purpose the arm 20 is moved to the right to a less or greater extent, according to the urgency of the situation. Fig. 18 shows the arm set for a strong brake action, only one, and that the feeblest, coil remaining in circuit.

The operation of the resistance-group 34 may be illustrated by supposing it to comprise ten or more resistancecoils and to be employed on a train with ten individual carbrakes in the brake-circuit, with a total resistance of 6.5 ohms. Let the number be reduced to nine, either by removal of a car from the train or by cutting its brake-system out of circuit, the resistance will be reduced to 5.85 ohms. Now shift the arm 35 so as to bring an additional resistance-coil into the circuit, and the normal resistance, 6.5 ohms, is at once restored, and this may be repeated up to the limit of the resistance-regulator.

In addition to the above-described groups of resistance-regulators at or near the front end of the brake-circuit, I provide in the portion of said circuit most remote from the dynamo a third resistance-group, 55, whose construc: tion and functions are similar to those of group 39. The purpose of said group 55 is to enable operation of the brakes by means of the storage-battery, either upon a part of the train which is purposely or accidentally severed from that in .front of it or on an unbroken train in event of the giving out of the dynamo or cessation of its functions from any cause.

'branch 2} of the brake-circuit.

Like the groups previously spoken of, group 55 has a vibrating regulating-arm, 56, and a semi-annular series of contact-plates, 57, and resistance-coils 58, of identical structure and functions with like members in group 39. Said group 55 and its herein-described'accesseries are preferably mounted on a box, 26, which may serve as a place of attachment for eleetro-magnet 7, push-button l4, and various binding-posts 53. Further explanation of said group 55 is deferred until the general description of the brake-circuit in its various conditions.

Both the outgoing and returning branches of the brakecircuit 2 connect with a combined duplex cut-out and coupler, X, which may be constructed as follows: 59 is a plate or slab, of any tough non-conductor, such as ebonite or vulcanized fiber. Fastened to slab 59 are two contact-plates, 6O 61, to which are respectively fastened the ruptured ends of the outgoing branch 2* of the brake-circuit; also fastened to the same slab are two other contact-plates, 62 63, to which are respectively fastened the ruptured ends of the returning Secured to slab 59 by spring-clip 64 is a sliding bridge 65, to whose ebonite bar 66 are fastened three spring-contacts, 67 68 69. In the condition of the device shown in Figs. 4 and 12 the

springs

67 and 68, by pressing, respectively, on the

plates

60 and 61 of the outgoing and 62 and 63 of the returning branch, complete the circuit through the dynamo. In the condition of the device shown in Figs. 5 and 13 the dynamo is cut out and the spring 69, by pressing on

plates

61 and 63, connects the outgoing and returning wires independently of the dynamo.

In order that the brake-circuit may be incondition for normal action, the following precautions are necessary: The slide or bridge 65 of the combined cut-out and coupler X being so placed as to includethe dynamo, (see Figs. at and 12,) the couplings of the several individual can brakes are joined. (See Figs.4,14, and 17 The arm 56 is depressed (see Fig. 4) so as, by pressing on insulator 31 on spring 28, to bring said spring into contact with spring 27 and to separate it from contact-point 29, thereby completing the brake-circuit at the rear end with exclusion of the storage-battery, and the arm 35 is adjusted (see Fig. 4) to secure the predetermined normal resistance. To follow the thuscompleted brakecircuit,we start from the positive pole of the dynamo through the outgoing-channel 60 67 61 of the combined cutout'and coupler X to regulator-arm 20, thence through the contact-plates and resistauce-coils of group 39 through the outgoing interior connections of the successive couplings Y, thence through contact-springs 27 28 to the returnwire 2", which leads forward through the successive electromagnetic clam'ps Rand the return-channels of the interposed couplings Y to regulator-arm 35, thence through the included contact-plates and resistance-coils of ICO group 34, and through return-channel 62 68 63 of combined cut-out and coupler-X to the negative pole of the dynamo.

To set the brakes the engineer first lifts the arm20, so as to release the contact-springs 4 5, and to thereby rupture the charging-circuit and restrict the entire dynamo force to the brake-circuit, and then moves said arm as much to the right as will suffice to throw out of the brake-circuit enough resistance of group 39 to lower the resistance of said brake-circuit to a point at which the dynamo is enabled to produce a current therein sufficient for the desired brake action.

Should the dynamo give out or be stopped for any purpose, the engineer, having first signaled the fact to the conductor, cuts out the dynamo from the brake-circuit by a left-hand shift of slide 65. (See Fig. 5.) The conductor then, by shifting arm 56 to the-extreme right, cuts out from the brake-circuit all the resistances of group 55 and permits the resilience of spring 28 to-bring it out ofjuxtaposition with spring 27 and into juxtaposition wit-h contact-point 29. These manipulations place the battery in the brake-circuit and enable the engineer to control the brakes by the .current from the same. Should he now wish to set the train-brakes, he shifts regulator-arm 20 to the right sufficiently to cut out of .the brakecircuit enough resistance to enable the charge accumulated in the storage-battery to escape sufficiently to cause brake action, the path of the current being, as per dotted arrows, from the positive pole of said battery through contact-point 29 and spring 28, and successive conductors 2", electromagnetic clutches R, and lower interiorchannel of couplings Y to arm 35, thence through included resistance-coils of group 34 and around the now bridged coupling X to arm 20, thence through the included resistance of group 39, along conductor 2 and upper interior channel of couplings Y to arm 56, and thence by wire into storage-battery at its negative pole.

Should the train part, say at point the two branches of the brake-circuit become (in consequence of the peculiar construction of the couplings Y, to be presently explained,)

connected together on each half of the severed coupling, so as to form on the rear portion of the train a closed circuit, including the storage-battery, and on the front portion of the train another closed circuit, which includes the dynamo. This being the case, the engineer may, if he so desire, set his brakes from the dynamo, as before, by decreasing the number of resistances of group 39 included in the brake-circuit, the current now, however, proceeding rearward only to the forward half of the severed coupling, in which it passes on to the return-Wire,which leads it forward, as before. The person in charge at the rear end of the train is also enabled to set the brakes on the severed portion'by lifting arm 56, to allow spring 28 to break contact with spring 27 and to close with contact-point 29, thus throwing the storage-battery and the resistances of group 55 in circuit, and by moving said arm 56 sufficiently to the right to exclude enough of said resistances from thebrake-circuit to. enable the storage-battery to produce the requisite current therein for the desiredbrake action, said current now passing forward through one wire of the brake-circuit only to the rear half of the severed coupling, and then through said coupling and back through-the other wire.

'be remote in space, as indicated in Figs. 4 and 5,but for compactness in construction and convenience of manipulation they are preferably located about a common geometrical axis on a single box, 48, which may be utilized for a 'place of attachment of various adj uncts-such as binding-posts 53 and the contact-springs 32 33 of the

arms

20 and 35,- respectively,

likewise of the high-resistance electro-magnet and sounder 7*. Such box may also be utilized as a place of attachment for the pushbutton 15 in the charging-circuit, in convenient position" for the engineer to ring the sounder at the remote end of the train.

The two halves of the coupling devised by me for use, with the above-described system of electromagnetic circuits being of identical construction, description ofone half will serve for both.

1 may represent a portion of the charging wire. 2 may represent aportion of the brakecircuit wire which conveys the outgoing cur- .rent, and 2 may represent a portion of the "brake-circuit wire which conveys the returning current. Each of these three wires is wrapped with any customary insulating ma-' terial. The-bared end of wire*1- issrildered'to or by other means brought into intimate metallic contact with a shell; 6, preferably of the represented notched form '70 at its mouth, and having attached'to its indented side a'lip, 71, whose longitudinal slits 72 enable it to receive the salient portion 73 of the opposing half of the coupling and to embrace it so tightly as to insure electrical connection and to prevent accidental separation from any force less than that of uncoupling of the two vehicles. It will be seen that complete commu= nication is thus provided through any number of cars for the single outgoing conductor of the charging circuit. The bared ends of the two

wires

2 and 2 of the brake-circuit are brought into intimate metallic contact, by soldering or otherwise, with springs 74 75, which are separated from one another by insulating-plate 76, of vulcanized fiber or other suitable non-conductor, which is fastened to spring 74 by a screw, 7 7, that also serves as a contact-point for the spring 7 5 of the opposing half of the coupling in the joined condition thereof. Thcsesprings are by preference given the forms, respectively, here shown-that is to say, spring 74 is. bent somewhat abruptly outward, then more gradually and for a greater part of its length inward, and terminates in an out-curved lip, 78, to facilitate the introduction of corresponding members ofthe opposing half.

Spring 75 is bent at first abruptly outward and then more gradually inward, then abruptly inward, and terminates in a tongue, 79, which, extending straight forward, presses against lip 7 Sin the parted condition of the coupling, and projects considerably beyond ling, as seen in Fig. 17. Proper entrance and efficient contact, of these parts may be, and is preferably, insured by the addition to each spring 74 75 of one or more auxiliary springs, to wit: to spring 74, the springs 81, and to spring 75 of an auxiliary spring, 83. Of said springs 80 81 the outermost spring, 81, has an oblique lip, 82, which aids in guiding thelong tongue 79 of the opposing half to its place, and when driven. home aids in holding it to close contact, and also forms an additional contact and channel for the current. The auxiliary spring 83, at back .of spring 75, in like manner assists to secure contact and adds conducting facilities. Sheaths 84 85 on auxiliary springs 80 83 assist in holding the springs 74 75 against lateral displacement.

The above-described construction of parts causes the springs 74 and 75 to come into close contact with each other, and to thus make electrical connection, and 'to close the circuit at that point on withdrawal of the opposing half, as clearly shown in Figs. 6, 15, and 16.

Engagement of the two ha ves of the coupling is facilitated by givinga chamfered form, as at 73 76", to the advancing edges of the shells and insulating-plates, respectively.

The exposed portions ofthe groups of conductors 1. 2 2 are protected by india-rubber or other suitable sleeves or coverings, 86, secured by metallic bands 86", or other suitable means.

The portions of the conductors under the car-body may consist of iron bars 87 88 89, having proper insulated attachment to the body.

The expression rear car as employedin this specification is intended to designate the car which carries the storage-battery of my described system, and which in freight-trains will generally be that known as the caboose; but the expression does not necessarily imply that there are no cars behind the so-called rear car, because occasionally the contrary will be the case. Such cars are not necessarily included in the brake-circuit, or if included,

may be coupled up in direct series with the cars in front of the caboose, so that in any case the brake mechanism of the caboose will be in the part of the circuit which is, electricall y speaking, most remote from the dynamo.

The specification describes two sources of electric current upon the locomotive and the rear car, respectively, of which one source is a storer of electricity derived from the other and primary source, preferably a dynamogenerator, through a conductor distinct from and of lower resistance than the brake-circuit proper, through which latter the current from eithersource may be directed at will for brake action.

An important modification 6f the above arrangement may have each magazine of electricity to consist of a storage-battery. Supplies of suclrbatteries being kept charged in convenient depots, a sufiicient number may be placed on the train,for purposes o-fsubstitution of fresh "for exhausted batteries. Such an arrangement may comprise a brake-circuit supplied with electro-magnets, electric couplings, and regulatable resistances or rheostats substantially identical with those herei n above described.

In this form of my improvement the source of electricity near the head of the train,is not necessarily upon the locomotive, but may be located on the car immediately attached thereto.

Modifications or developments of my electro-magnetic brake system, such as above referred to, are the subjects of applications for Patents Nos. 207,247 and 224,591, to which reference may be made for descriptions of details appropriate to the present device.

I claim as new and of my invention- 1. A brake system for railway-trains,which has an electromagnetic circuit which comprises, in the described combination, a brakeoperating electro-magnet on each car, two

sources of electricity (having each one or more series of reguiatable resistances) located respectively on the terminal vehicles in the circuits, and a pair of two-way self-closing electric couplings between each two consecutive vehicles, substantially as and for the purposes set forth.

2. An eleetromagnetic brake system in which, combined with one of the car-axles, is an embracing electro magnetic clasp or clutch in an electric circuit which comprises two or more rheostats or series of resistance-coils made capable of being partially or wholly cut in or out of circuit by shii'table contacts under control of the operator, combined, in the manner substantially as described, with a brakesetting mechanism which is brought into activity by cutting out one or more of said resistances.

3. In an electro-magneticbrake system, the combination of the followingelements, to wit: a caraxle," an embracing electromagnetic clutch normally out of contact with said axle, excludable electric resistances in the clutchcircuit, a brake-setting mechanism coupled to said clutch and whose friction-drum is held normally out of contact with that on the axle, and means of cutting out one or more of said resistances to produce and regulate brake action, in the manner explained.

4. In an electromagnetic brakesystem, the

combination of the following elements, towitz a closed circuit including a source of electricity; one or more couplings having separatelydnsulated conductors for the outgoing and return currents also in said circuit; two independent groups of resistances also, in said circuit, having shiftablecontacts under the control of the operator for partially or wholly cutting into or out of the circuit the said resistances; an electromagnetic clutch; an axle acting as armature to the magnet of said clutch, and brake-setting mechanism having a brakewindlass drum held normally aloof from the driving-axle and connected to said clutch mechanism, so that the said drum and axle are brought into contact by vitalization of the clutch magnet, substantially as set forth.

5. In an electromagnetic brake system for railway-trains, in combination with an electromagnetic clutch on a car, a brake-circuit including the electro-magnet of said clutch and the following additional elements, to wit: a

source of electricity, a closed conductor to and-from the rearmost car, and a group of electrical resistances having the described regulator-arm, whereby the total resistance of the brake-circuit may be kept constant, whatever be the number of individual ear-brakes included in the circuit, substantially as set forth.

6. In an electromagnetic brake system for railway-trains, the combination of the follow ing elements, to wit: a car-wheel axle, a normally-inactive electro-magnetic clutch which embraces said axle, brake mechanism held normally aloof from said'axle and to which said clutch is mechanically connected, said brake mechanism consisting of brake-windlass II, geared drum N, and swinging hearing G, and said clutch being in circuit with a source of electricity containing one or more includable IBSlStHJlCc-SlllllliS, as and for the purposes set forth.

7. In an electromagnetic brake system for railway-trains, in combination with an electro-magnetic clutch on a car, a brake-circuit including the electro-magnet of said clutch, and the following additional elements, to wit: asonrce of electricity, a closed conductor to and from the rearmost car, and a group of gradually-decreasing resistances from the normal to the fully active positions of the regulator-arm for production or modification of brake action, substantially as set forlh.

8. In an electromagnetic brake system, the combination of the following elements, to wit: a source of electricity and a closed circuit, couplings in said circuit that contain separately-insulated conductors forthe outgoing and the returning currents, said circuit also including two independent groups of resistance-coils having shiftable contacts to enable them to be cut in or out of circuit, and an electromagnetic clutch having said axleforits armature, so as when energized to share the latters rotation and to pull and hold the brake-Windlass down into effecti axle-con- .tact, in the manner explained.

9. In an electromagnetic brake system, in combination with an electro-magnetic clutch on a car, a brake-circuit including the electro-magnet of said clutch, and the followingadditional elements, to wit: a source of electricity, a closed conductor to and from the .80

tro-magnet of said clutch, and the following additional elements, to wit: a source of electricity, a closed conductor to and from the rearmost car, and the two concentrically-asso'ciated semi-annular groups of resistances 34: 39,whose respective regulator-arms 35 20 are pivoted about a common center oraxis of motion, as set forth and described.

11. An electromagnetic brake system for railway-trains,which comprisesadynamo upon the locomotive and a storage-battery charged therefrom .upon a distant part of the train in two electric circuits, to wit: a grounded charging-circuit and a brake-circuit of relativelyhigh resistance thatincludes a normally-inacti've electromagnetic clutch upon an axle of each car in the train, the whole being combined and operating as described.

12. An electromagnetic brake system for railwaytrains, which comprises, in the described combination, a grounded dynamo upon the locomotive, a chargingcircuit therefrom to a grounded storage-battery at the remote ,extremity of the train, and a relatively highresistance brakecircuit which includes on each car an electronnagnetic clutch which, when energized, inclasps and shares the rotation jof an axle thereof and has mechanical connection with a brake-setting mechanism held normally aloof from the axle, a three-way coupling between each two consecutive cars, and two groups of resistance-coils, of which one serves to maintain a constant normal resist-ance of brake-circuit and theiother to control brake action by means of a regulator-arm whose movement serves to sever the chargingcircuit by the means and in the manner designated.

13. An electromagneticbrake system which comprises, in the described combination, a charging circuit from a grounded dynamo upon the locomotive to a distant grounded storage-battery upon the train, and a brakecircuit containing an electromagnetic clutch on each car, having the described combination with an axle thereof, so as when vitali'zed, to clasp and share the motion of the-same, and having the described connection with the brake-setting mechanism and with three-way couplings by which said brake-circuit is completed from the dynamo rearward, and again forward from car to car back again to the dynamo, as set forth.

14. In an electromagnetic brake system for railway-trains, in combination with a source of electricity, a storage-battery,and an electromagnetic clutch on a car, charging and braking circuits, the latter including the magnet of said clutch, and two associated rheostats or groups of resistances, 31 and 39, having independent contact-arms, of which group 34. enables the operator to, keep the resistance of the entire brake-circuit constant under varying numbers of individual car-brakesincluded in the circuit, and group 39 enables him to cut out the charging-circuit and to produce the desired brake action, substantially as'and for the purpose set forth.

15. In combination with a brakcwindlass and a frietion-drum thereupon, held normally aloof from the canaxle, an electromagnetic brake system for railwaytrains, which comprises a dynamo upon the locomotive, and a storage-battery charged therefrom in two electric circuits, to wit: a grounded chargingcircuit and a brake-circuit of relatively-high resistance, which circuit includesa normallyinactive electromagnetic clutch upon an axle of each car in the train, said clutch having mechanical connection to the drum-Windlass bearing, asset forth.

16. In an electro-magnetic brake system for railway-trains, the combination of a grounded dynamo at one end of the train, a grounded storage-battery distant therefrom, a chargingcircuit from one to the other, a brake magnet on a car and its circuit, and an electro-magnetic check and rheotrope in said chargingcircuit, consisting of electro magnet 7, retractile armature 9, front and rear contacts, 12 16, switch 18, and the alternatively-operating main and shunted branches of said charging-circuit, the whole arranged and adapted to operate substantially as set forth, whereby any tendency to reverse flow of battery-current is automatically prevented.

17. In an electric apparatus for operating railway-brakes, the combination, with a dynamo upon the locomotive, the normal groundeonnection of whose positive wire is through electro-magnet helix 8, storage-battery17,1'ear contact, 16, and armature 9, of the contact piece or cut-out 12, whereby refluent current from an overcharged battery is automatically prevented, as set forth.

18. In an electric apparatus for operating railway-brakes, the combination, with a dynamo upon the locomotive, the normal groundconnection of whose positive wire is through electro-magnet helix 8, conductor 1, storagebattery 17, conductor 1, rear contact, 16, and the retractile armature 9, of cut-out 12, arranged to contact with said armature when released by said magnet and having proper ground-connection, and sounder 21, arranged in proximity to said armature, as and for the purposes set forth.

19. In an electric apparatus for working railway-ear brakes, asecondary source of electricity charged from a distant electrical generator on the same train, and the normal ground con nection of whose positive wire is through an electro-magnet having a cut-out and sounder, for the double purpose of preventing reflux of the battery-current and of giving audible intimation of surcharge of said secondary source, substantially as set forth.

20. The brake-circuit consisting of dynamo 3, outgoing and returning conductors 2 2",

groups of controllable resistances 34 39, comand the series of graduated resistances 58, to

enable application of the accumulated potential force of the battery to the setting of the brakes from therear of the train and independently of the dynamo, in the manner ex plained.

22. In an electrical apparatus for working car-brakes, the combination, in the brake-circuit,ofthe following elements, to wit: two-way electric couplings Y from ear to car, electromagnetic clutches It, controlling the brakewindlass,and the two

groups

34 and 55 of regu latable resistances at remote ends of the train, as and for the several purposes explained.

23. In an electrical apparatus for working car'brakes, thecombination, in the brake-circuit, of the following elements, to wit: two-way electric couplings Y from car to car, electromagnetic clutches R, controlling the brake Windlass, and the three groups 3-1:; 39, and 55 of regulatable resistances, as and for the purposes set forth.

24. In anelectro-magnetic brake system for railway-trains, in combination with an electro-magnetic clutch on a-car and a circuit including the electro-magnet of said clutch, the following elements, to wit: a source of electricity, fixed contacts 42, a movable contact, 20, adapted to be placed on either of saidfixed contacts, high-resistance electro magnet 43, and its associated sounder 7*, as and for the purposes designated.

25. In an electro-magnetic brake system, in combination with a dynamo, a distant storagebattery, and a connecting brake circuit, a brake-magnet on a car and resistances in said circuit, the latter havingmeans of regulation, substantially as set forth,and a combined twoway coupler and cut-out arranged between the said dynamo and resistances in such manner that whether the brake-magnet be energized by current from the dynamo or from the bat- IiO said magnet, substantially as set forth.

26. The combination'ot' the dynamo 3, thestorage-battery 17, the conductors 1 1 1", the electro-ma'gnet 7,"the retractile armature 9, the contact-springs 12 and 16, the resistancecoil 23, and the switch 18, as and for the purpose designated.

27. In combination with the divided conductors, to wit: the divided conductorl of the charging-circuit and the divided outgoing and returning conductors 2 2 of the brake-circuit, the three-way coupling of which each half comprises a conducting and grasping shell, 6, adapted to engage tightly with its fellow, and insulated contact-springs 74 7 5, constructed and operating substantially as and for the purpose set forth.

28. In combination with the divided conductor 1 for the outgoing current of the charging-circuit and with the divided conductors 2 2" for the outgoing and the return currents of the brakecircuit, the three-way coupling of which each half comprises a conducting and fastening shell, 6, having notched and chamfered advancing edges and they elastic lip 71, and the insulated contact-springs 74 75, as set forth.

29. In combination with the divided conductor 1 for the outgoing current of the grounded or charging circuit and with the divided conductors 2" 2 for the outgoing and the returning currents of the brake-circuit, the three-way coupling of which each half comprises a notched and chamfered conducting and fastening shell,6, and insulating plate 76, a fastening and contact screw, 77, themain contact-springs 74 75,and the auxiliary spring 8, having the oblique lip 82.

30. In combination with the main contactsprings 74 75,the auxiliary springs 83, having the guide sheaths or stays 84 85.

In testimony of which invention I hereunto set my hand.

- GEORGE F. CARD.

Attest:

CHAS. E. Daron, Gno. H. KNIGHT.