US461770A - ambler - Google Patents

Description

' (No Model.) 5 SheetS-She'et 1.

A. I. AMBLER.

ELECTRIC RAILWAY BRAKE.

No. 461,770. Patented Oot.20,1891.

v IC 1 h k JEN-$1M qwitmemo (No Model.) 5 Sheets-Sheet 2.

A. I. AMBLER. ELEGTRIO RAILWAY BRAKE.

No. 461,770. Patented Oct. 20,1891.

a n m m Swim whet (No Model.) 5 Sheets-Sheet 3. A. I. AMBLER.

ELECTRIC RAILWAY BRAKE.

No. 461,770. Patented 00t.20.1891.

(No Model.) 5 Sheets-Sheet 4.

A. I. AMBLER. ELEGTRIG RAILWAY BRAKE.

Patented Oct. 20, 1891.

Qwit'naoaeo mulls vzmws cm. mum-mm, WASHINGYDN, n. c.

(No Model.) 5 Sheets-Sheet 5.

A. I. AMBLER.

ELECTRIC RAILWAY BRAKE.

Patented 0015.20, 1891.

NITED STATES PATENT FFI AUGUSTIN I. AMBLER, OF \VASHINGTON, DISTRICT OF COLUMBIA, ASSIGNOR TO ROSELINE N. AMBLER, OF SAME PLACE.

ELECTRIC RAILWAY-BRAKE.

SPECIFICATION forming part of Letters Patent No. 461,770, dated October 20, 1891.

Application filed December 18,1890. $erial No. 375,162. (No model.) I I To all whom it-may concern/.- drawings, by letters and numerals of refer- Be it known that LAUGUsTIN I. AMBLER, a ence, indicating corresponding parts in the citizen of the United States, residing at \Vashseveral figures, in whichington, in the District of Columbia, have in- Figure 1, Sheet 1, represents my invention 5 vented certain new and useful Improvements as applied to a locomotive and tender com- 7 Y in Elctric n g kes; and I do hereby bined, showing a switch-board, current-transdeclare the following to beafull, clear, and exmitting Wires, storagebatteries, a reversible act description of the invention, such as will motor and connections, and the mechanis enable others skilled in the art to which it for applying the power to the driving-wheels IO appertains to make and use the same. of the locomotive. Fig. 1 is a side View of The nature of my invention consists in the the switchboard in elevation, showing asegapplication of electricity to the mechanical mental contact in open circuit attached by means employed to operate the brakes of a wire to the center post, a switch-lever, bell train of cars, first, by the engineer on the 10- and sounder, and connections for operating 15 comotive in daily use; second, by the conthe same. Fig. 1 is a top or plan view of ductor from any car in the train, and, third, segmental contact, center post, and connectby automatically setting the brakes on each ing-wire. Fig. 2 represents such parts as are car if the train accidentally breaks apart and intended to be applied in the equipment of the cars become detached and separated. It each separate car, including couplers, stor- 7o 20 embraces a primary system and a secondary age-batteries, a reversible electromotor and or sub system having certain elements that connections for operating the same, also inact in common with both and certain distinceluding a device having a continuous rope, a tive features in application and mode ofopermovable pulley, fixed pulleys, a switch-lever, ation,hereinafter fully described and'shown. an auxiliary battery, movable contact and 25 My invention has for its object first, to profixed contacts, and connections, as a sub-sysvide means whereby ordinary and emergency tern for operating the brakes on each car by brakingmayhe donefromthelocomotive; sechand or automatically. Fig. 3 represents the 0nd,'fr0n1 any car of the train, and, third, auinterior of a car-body, showing a storagetomatically, as aforesaid; and, further, wherebattery and connections, a motor incased,in- 8o 0 by the brakes on the driving-wheels of the locluding the device or sub-system l'or operatcomotiveand the wheels of each car com posing ing the brakes as in the former figure. Fig. the train may be instantaneously and simul- 4 represents a diagrammatic 'view of the taneously applied and with equal pressure main-line Wires separated to show the runthroughout the train, and as instantaneously ning of the current, attached to the switch- 5 released by the engineer upon the locomotive. board and forming a complete circuit, openlo these ends the locomotive and tender and circuit couplings, an inclosing cap in place, each car are fully equipped with suitable actbranch Wires, batteries and motor, and secing and coacting mechanism and provided tious of continuous rope. Fig. d is aslightlywith the lectpoqnotive f ce required. modified form of the construction shown in 4o Inbonstrmting d lyingatrain-brake Fig. 1, Sheet 1. Fig, 5 is a sectional View of apparatus of this character I employ a suit the open-circuit coupling-blocks with coupable switch-board having movable and fixed ling-key in place uniting the same. Fig. 6 is contacts, main-line transmitting-wires, coupa back View of the inclosingcap to be used ling, branch wires. storage-batteries, reversiand applied to each open-circuit coupling 5 45 ble motors, switch levers, worm or screw when the latter is not connected to the coupshafts and connections, fixed and movable ling of an adjacent car, and always to be appulleys, flexible connections, and the levers plied to the open-circuit coupling on the rear and brakes of the hand-brake system as now end of the'last carcomposing the train. This in cap must be applied to all open-circuit coup- I00 5 I will now proceed to designate the several lings when disconnected at each end of the parts of my invention, as illustrated by the car to protect the headings of the current transmitting-wires from injury from dust, dirt, smoke or other causes, as it is well known to persons skilled in the art that all contacts must be kept in a clean and bright condition to secure a good conductivity and the greatest etiiciency in practical use. This inclosing cap must be made of insulatingmaterial to prevent short-circuiting. Fig. 7 is an inside view of the insulated inclosing cap to cover the headings of the current transmitting-wires from contact with injurious substances. Fig. 8, Sheet 2, shows a sectional view of the inclosiug cap connected to the open-circuit coupling-block in section, with coupling kept in place. Figs. 9, 10, 11, 12, and 13, Sheet 4: Fig. 9 shows a continuous rope and coupling-hooks, similar to a bell-rope fastened to a switch lever on the locomotive and to a fixture on the rear end of the last car, engaging fixed pulleys, and a movable pulley pivoted to an arm of a switch-lever on each car to operate the brakes by hand or automatically. Fig. 10 is a side View, partly in section, of screw-shaft, transversing lug-nut, tubular coverings and connections for transmitting power to the brakes. Fig. 11 is a plan view of the same, showing tension or drawing rods, a movable pulley, fixed pulleys, and flexible connections for the same purpose, as stated above. Fig. 12 shows a detail of the invention to suspend the movable pulley, including a suspended track, a traversing pulley thereon, and a fixed pulley in line of draft. Fig. 13 shows in elevation the truckwheels of a car and the operating mech anism connected therewith, including a side view, partly in elevation and partly in section, of the central device located between the trucks of each car to operate the brakes. Fig. 14:, Sheet 5, is a side view showinga c011- tin uous rope with coupling-hooks between the cars similar to the bell-rope in ordinary use, engaging fixed pulleys on the upper circle and a movable pulley on the lower circle and sections of the ends of each car. Fig. 15, same sheet, is a side view of a part of the apparatus as applied to each car, being a modification of Fig. 3, showing switclrboard mainline wires separated from each other into distinct lines, and partly-separated branch wires, the latter being connected both with the linewires and each division of the battery that is, each branch wire is connected to the linewire and to the division of the battery in circuit, showing also motor casing, solenoid, and battery to energize the same, connecting wires, and the device or sub-system to operate the brakes automatically or -by hand.

A is the switclnboard on thelocomotive for operating the brakes of all the cars throughout the train by the engineer. This board is circular in form, sunk in the central portion of non-conducting material, and so constructed as to separate and insulate the metallic electric conducting parts from each other when not in circuit and to limit the movementof the movable contact. Upon the switch-board there is located a switch-lever or movable contact-arm A, having a segmental plate A attached thereto, arranged concentrically and pivoted to a metal conducting center post A to close and open the circuit both in setting and in releasing the brakes. This switch-board is further provided with fixed metallic contact-pieces arranged concentrically around a part of the periphery of the board (lettered a, b, c, d, and e) and insulated from each other, and to each fixed contact-piece is connected one of the main-line current transmitting wires, respectively ,2, 3, 4,and 5. Line-wire 6, being a common return-current-transmitting wire for all the wires, is connected with the centerpost A of the switch-board,being the pivotal contact of the operating switch-lever A, through which all the circuits are closed and opened. As shown, A is the movable contact and has a lug A projecting downward on its underside to limit its movement in one direction. A is the segmental contact, and has a lug A turned down on the inner side of the heading at the end to limit the movement in the opposite direction. A is the me tallic and conducting center-post of switchboard A, to which is attached the common return current wire 6. The non conducting part of the switch-board separating the contacts (Z and 6 extends outward beyond the outer circle of the switch-board lettered (Z, and between fixed contacts 0 and (Z the same material extends inward beyond the inner circle lettered c.

Numerals 1, 2, 3, 4, and 5 are the main-line transmitting-wires, respectively connected with fixed contact-pieces a, b, 0, cl, and e, as stated, and extending continuously through each car, and by means of the open-circuit and connecting coupling-blocks throughout the entire train to the rear end of the last car.

6 is the common main-line return-current wire, referred to, running through the entire train to complete the circuit for all the transmitting-wires.

1" 2 3 at are branch wires, connecting the corresponding line-wires with the poles of the several divisions of the battery in circuit.

7 is a wire connecting the pole of each separate division of the main battery 1-} by means of branch wires 7 7 7 7 and the field-magnets of the electromotor, and 0" (i are the branch wires on each car for transmitting return currents after passing through all parts of the motor and connections in circuit to the mainline return-current wire 6 to the center-postA.

8 is a wire connecting the fixed contact of one pole of each division of the main battery by means of the branch wires S 8'" 8 S.

8 is a branch wire connecting return-current wires F and 6, after passing through the motor, with the movable contact in the boss end of switch-lever H, to complete an independent circuit as a part of the sub-system for use in cases of emergency.

The auxiliary battery B is not deemed of ITO any certain advantage beyond the necessity of completing the circuit, as illustrated in the drawings, and possibly in practical use by supplying two additional volts to the electro-motive force to the motor in its connection with the main battery in case of application for quick stops in cases of emergency, for which alone it is brought into use.

9 is a branch wire connecting line-wire 5 with an auxiliary battery to energize solenoid and reverse motor, (illustrated in Figs. 1, 2, 3, and 15, Sheet 5, of the drawings;) 9', wire connecting battery with solenoid, and 9 returncurrent wire to 6 to line-wire 6.

B is the main working storage-battery on each car connected both in series and parallel to energize the magnets and armature of the motor. 13 B" 0 are placed in series, and B 13 B B, in Fig. 1, Sheet 1, are placed in parallel with the numerals, as indicated, and in Fig. 2, Sheet 2, they are also in parallel, and are indicated as follows: B B B B also as in Fig. 15, Sheet 5. These letters and numerals represent, respectively, the divisions of the battery, and they must be placed as indicated to form a part of the circuit for the running of the current through them.

B B are batteries by which the circuit may be closed on each car to operate the brakes separately, either by hand or automatically, if the train breaks apart. One pole of this battery being connected with all the poles in circuit of all divisions of battery B, the current passes through all divisions of the battery, and thence to and through the motor,

and by return-current branch wires F 6, and branch wire 8 to the movable contact h on the boss end of switch-lever H, and when the circuit is closed to the return-pole contact at 7L2 of battery B completing an independent circuit on each car.

13 is a battery to energize solenoid to reverse motor and release the brakes.

C O are the open-circuit couplings or coupling-blocks between cars for connecting mainline wires. These coupling-blocks are made of non-conducting material and are provided with fixed contact-plates G, and connecting wires, also with a centrally-located key-hole C and coupling-key C for coupling the blocks of adjacent cars. On one side they are provided with a recess 0 to retain the coupling-key in place when connected together. They are also so constructed as to insulate the wires and headings from each other. The headings and wires are also securely fastened therein and each heading is stamped with the numeral belonging thereto, commencing at the bottom, as shown. Coupling-key C is provided with a spring C and a pressure-cap C.

O is a handle to bring coupling-blocks together, and C the means for suspending the couplings from the top of the car-body. It will be readily seen that the usual amount of slack should-be provided between the cars.

D is the magnet of motor; D, armature;

D upper contact-brush; D commutator; D under contact-brush; D shaft of motor; 1), sprocket-wheel of motor; D sprocket-chain or band or rope connection, with corresponding wheel on screw-shaft; D wheel on end of worm-shaft to rotate the same; E, switch-lever to reverse motor; E, solenoid; E armature of solenoid to operate switch E; E extended arm of switch-lever to reverse the motor by hand; E spring with hook to hold lever in contact; F, wire connecting magnet with fixed contact g; F, wire connecting movable contact h on switch-lever E with upper contact-brush D F wire connecting under contact-brush D with fixed contact i; F

wire connecting movable contactj on switch E with branch return-current wire (i these contacts being closed and shown in circuit; G, wire connecting magnet with movable contact is (open circuit shown) on switch E; G, wire connecting fixed co ntactl with under b1.ush D G wire connecting upper contact brush D with movable contact m on lever E, open circuit; G wire connecting fixed contact n with return-current wire 6.

H is a switch-lever to close circuit, either by hand or automatically, if the train breaks apart. This lever is provided with a boss H and a recess H at one end, and with a spring H to give elasticity to the contact, and at the other end with a handle 11 to operate the same by hand, also a spring Hflhaving a dog or catch H to hold this lever in contact, and a knob H to release the same.

h is a movable contact at the boss end of switch-lever H.

7L2 is a fixed contact at the left pole of battery B and 7L3 is a fixed contact at the other pole of the same battery. Fixed contact 722 may be located and secured at any convenient place in the car, so that connection may be made by the downward movement of the movable contact h at theboss of the switchlever 1-1, said contact 7L2 being directly con nected by transmitting current-wires with all the poles of the main battery to complete an.

independent circuit, and by such an arrangement the battery itself may be dispensed with, as heretofore indicated. Vith this lever, by means of a continuous rope H movble pulley H pivoted thereto, and two fixed pulleys H H the contacts may be closed and the cars broken by a pull or strain upon said rope from any part" of any given car; or the engineer may use it on the locomotive for the same purpose, and it the train breaks apart the pull or strain upon this rope will automatically set'the brakes on each and every car composing the train bythe upward movement of the movable pulley H and the downward movement ofthe other end of lever H to contact with the fixed contact h of one pole of the battery 13, by which the full force of battery 13 is brought into use and the full power of the motor is communicated to the screw-shaft, and by the mechanism employed the brakes are on each car brought practically instantaneously to the maximum of pressure, either by means of tension upon the rope or by hand. The rope, it will be seen, is in all respects precisely like the bell-rope now in constant use, and it is fastened at both ends of the train-at the locomotive to the lever, as shown in Fig. 1, Sheet 1, and at the rear end of the last car in the train, allowing, as now used, the usual amount of slack. This rope 11 passes over and engages the fixed pulleys H H and passes under and engages the movable pulley H pivoted to .the lever H, and when a sufficient pull or strain is made upon the rope, either by hand or the breaking apart of the train, the brakes will be applied upon every car composing the train, whether detached or not.

I is the screw-shaft, upon which a thread is out about half-way of its length.

I is a traversing nut made to fit the screw or screw-shaft and traverse thereon. This nut has two lugs l opposite to each other at one end, and at the other end it is securely connected to a tube-covering 1 said tube having a heading 1* at the other end secured thereto. This heading has two projections or lugs 1 opposite to each other. This heading and connecting-tube enter a larger'st-ationary tube or covering 1 and telescope therein. This latter tube has grooves or channels 1 in which the lugs 1 move in the stationary tube or covering 1 to prevent the in ner tube and traversing nut from turning with the movement of the screw-shaft. These tubes or coverings are for the twofold purpose of keeping dust and dirt from the screw-shaft and protecting the same and for providing a reservoir for oil for the lubrication of the working parts, which is supplied by suitable oil'cups in the usual way. The lugs 1 have holes for the passage and application of two drawing-rods J J.

J is a heading connecting the ends of the rods J J, through which heading J, and securely connected thereto in the line of draft, is a wire rope J which rope is attached to a stirrup or clevis J connecting said rope with a movable pulley J, said rope having passed over and engaged with a fixed pulleyJ Said pulley J engages on its upper side a wire rope J There are also two fixed pulleys J J one on each side of pulley J the bottoms of which are in line with the top of pulley J These pulleys engage on the undercircle with wire rope J while pulley J engages the same rope between the two pulleys on the upper circle. This wire rope being connected with the long arms of the truck-levers, as shown in Fig. 13, Sheet 4. It will be seen that the movement of the nut upon the worm-shaft and the upward movement of the pulley J will draw the wire rope Jin to a loop or bight, (see dotted lines, same figure) the effect of which is-to shorten the distance between the connected long arms of the truck-levers, and thereby set the brakes on each car. The reverse movement releases them.

The truclcwheels, levers, brake-beams, and shoes and their connections, as in common use, are so clearly shown in Fig. 13, Sheet 4, that no detail description is necessary.

In Fig. 1, Sheet 1, representing that part of the invention as applied to the brakes of tho driving-wheels of the locomotive, the following letters indicate the several parts: K is a turn-up or goose-neck on the end of the operating-rod to bring the draft in line with the center of the worm-shaft. This end of the rod runs in a groove or channel-frame, and has anti-friction rollers therefor. K is a combination brake-rod connecting all the brakebeams of the locomotive. This rod is made in three parts connected together by means of con lings K and there are for ed thereon at the proper places on the connecting-rod suitable collars K to keep the brake-shoes oil? the tread of the wheels when not in use in braking. These collars might be made with a collar fastened on the rod by set-screws, or by other means; but they would be less secure and therefore objectionable. This rod has also threaded parts, as shown, between the brake-beams and abutting jam-nuts, and at the couplings connecting the three parts of the brake-rod and nuts K and springs K intervening between the brake-beams and the nuts, as clearly shown, the nuts serving as abutments for said spring. The object of making the rod in three parts is to enable me to use forged bearings thereon, and of the spring to equalize and give elasticity to the pressure when brought into use.

In Figs. 1, Sheet 1, and 4, Sheet 3, L is the switch-lever to operate an independent segmental contact by means of the rope II con nected therewith. This lever is made with a boss and recess havinga metal rod connected with the segmental contact passing down' through the bottom of the same, but insulated therefrom. L is the segmental contact. L is a transmitting-wire connecting said cohtact with center post of switch-board A. L is a rubber tube to give elasticity to thecontact pressure when engaged, and extends from the segmental contact to the bottom of the recess. L is the metal rod; M, pressurespring connected with switch-board and lever L to press down lever and segmental contact out of circuit; M, spring slanting-catch to hold segmental plate in contact when in circuit; M knob to release the same; N N are the signal-bell and sounder attached to the frame and lever L.

In order to a clear understanding of the operation of the invention I will proceed to describe the same. First I will state that the electro-motive force is divided into four divisions or parts for the purpose of effecting four diiierent kinds of stops: first, to slow downgrade; second, to make a moderate stop; third, a quick stop, and, fourth,an emergency stop. Second, the current should only be used in ordinary braking for the few seconds required in bringing the brakes to the maximum of pressure required, when the circuit should be opened and thecurrent out off. In slowing downgrade the engineer will move his contact-arm A into contact with fixed contact a on his switch-board, and as soon as the brakes are applied return his arm A to its normal location on the insulated part of the board, as the thread of the worm should have such pitch both for power and resistance to reaction that it will practically hold all it gets without any further flow of current. The circuit being thus closed, the current will run on the main-line wire I from fixed contact a on switch-board A on the locomotive to branch wire 1 on each ear, thence to one pole of division B' of battery B (see Fig. 15, Sheet 5,) through same in series to the opposite pole B (see Figs. 1 and 2,) thence by wires? and 7 to the magnet of the motor, thence by wires F and F to upper brush l) by commutator D to and through armature D to lower brush D, and thence by wires F F and 6 to main-line return-current wire 6to center post of switch-board A, and the circuit will be complete for one division of the battery on the locomotive and each car composing the train.

It will be thus seen that the current traversing the maiirline wire will shunt at each car and perform its function of shunting throughout the train to the center post of the switchboard A, and thereby complete the circuit. If the engineer desires to make a moderate stop, he will connect his contact-arm with fixed contacts a and b, by which means he adds another division of his battery to his electromotive force, the current passing onto two main line-wires 1 and 2 branch wires 1 and 2 instead of one, and taking two divisions in circuit instead of one, B and B Figs. 1, 2, and 15, the operation being otherwise .precisely the same as in the former case, and in case an emergency stop is required he includes all'divisions of the battery by contact of arm A with a, b, c, and d, beyond which he cannot go, and the same results follow as in the former cases, except he includes all his eleetro-motive force and makes the quickest possible stop. hen he desires to release the brakes, he moves his contact-arm in the opposite direction until the lug on the heading A on the segmental part A of the arm A comes in contact with the inner projection, when he will close the circuit on fixed contacts d and e. Contact at will cause the current to run on line-wire4 and branch wire 4 on each ear to the fourth division of the battery B-that is, to each division on each car in series of B and at the same time contact 6, being also closed, will cause the current to run on line-wire 5 and branch wire 9 to battery B thence to solenoid, and through same back to return-current wire and to center-post, as in the former cases, the effect of which latter operation will be to energize the the solenoid, draw in the armature, lift the switch-lever, connect and close the contacts that have been open, and open the contacts that are normally closed, and thereby reverse the current through the armature of the motor, and release the brakes by means of the close of the circuit at e and of the electromotive force of division B of battery B, and on each car the brakes will not only be released, but entirely removed from the wheels. As soon as the brakes are released and the arm A is returned to its normal location on the insulated part of the switch-board and the circuit is opened, the switch-leveron each car will be pressed down by the weight of the armature of the solenoid and will return to its normal condition. Thus it will be seen that the engineer has the most perfect control of the brakes of his train, both in setting and in releasing them, and that all the brakes in the train are simultaneously applied and with equal pressure upon all the cars and all the wheels throughout the train, and should the train break apart and the cars become detached and separated from each other 'the strain upon the rope H as heretofore inclicated, will not only apply the brakes on each car by means of the mechanism described,

mental contact and connect the same with the fixed contacts a b c d simultaneously on the switch-board of the locomotive, and at the same time notify the engineer by striking the bell-signal. (See Fig. 1.)

In case the train breaks apart and the cars become separated from each other and the circuits on the main-line wires are broken no current can be transmitted upon them. Hence I have provided an independent sub-system to avoid as far as possible the dangers resulting from such separation. To effect this object I provide means by which the brakes of each separated car, and all the cars composing the train, whether detached from the engine or not, may be instantaneously applied. This system consists of the following elements of construction: first, a continuous rope H and fixed pulleys H H second, a movable pulley H on switch-lever H; third, spring with catch H and ll to release the same by hand; fourth, movable contact h; fifth, battery 13 and fixed contacts 7L2 h sixth, transmittingwire 8, connecting fixed contact 71 of one pole of battery B by branch wires 8 8 8 8 with the circuit-connecting poles of all divisions of batteryB; and, seventh, branch wire S for return current to the movable contact h at boss of lever H, and when connected in circuit to fixed contact 7L2 to complete the independent circuit, the operation of said subsystem being as follows: The circuits being broken, as previously referred to, on the mainline wires and the cars separated, the strain or pull upon the rope H by the act of separation, engaging and passing over the fixed pulleys H H and under and engaging the movbut it will also raise up the lever and seg-' able pulley H on each car, the switch-lever closing the circuit through battery 13, (the current connecting the opposite pole thereof) and by fixed contact 7L3 and wire 8 and branch wires 8 8 8 8 thereby connecting in circuit the motor and allthe poles of all divisions of battery B through the same to and through the motor to branch return-current wire G to wire 8 thence to the contact of lever II to contact with contact-pole 7L3 of battery 13", thus completing an independent circuit and supplying the electro-motive force to each motor, and by the mechanism employed applying the brakes and retaining the pressure of the entire electro-motive force of the battery until released by hand on each car. The running of the current through all parts of the motor has been alreadyfully described, as in the case of braking from the locomotive by the engineer, both being precisely the same to, through, and from the motor, in the latter the current running onbranch wire S from (i to the movable contact h to fixed contacts 7L2 and 7L3 of both poles of battery ll to complete the independent circuit, and, as well known, great danger and the most serious results arise from the collision of detached and separated cars. This sub-system IS an important feature of the invention.

It may be noted that at the moment the motor starts to rotate, the first revolutions will meet with but little resistance, as when the first pressure is made upon the rope connecting the truck-levers the electro-n1otive force has only the slack to take up and the resistance of the springs to overcome. The operating-force which applies the brake-shoes to the wheels is made when the full force of each division of the battery is brought into action and the magnets of the motor-are fully charged for work. It is also an important factor in the application that the brake-shoes may be set back from the tread of the wheels as far as desirable in practical use, so as to prevent any pressure upon the wheels when the brakes are not being applied. The release of the brakes does not depend exclusively upon the retraction-springs, spring of the levers, and the back action, but upon all these combined with the reversal of the motor and worm shaft, and the retractionsprings and back action have only to overcome the opposition or opposing force ofa pulley and flexible connections released from the tension of braking, so thatvpractically the brake-shoes are simultaneously and instantaneously released from the tread of the wheels throughout the train, and the braking is done with the most perfect equality of pressure upon all the wheels upon all the cars in the train.

It will be observed that I combine the operation of the brakes on the locomotive by means of the switch-board, its movable and fixed contacts, and connecting-wires with the brakes of all the cars composing the train, so that by one manipulation or movement of the movable contact thereon the brakes are simult-aneously set on the locomotive and all the cars throughout the train, and by the reverse movement and contact the brakes are simultaneously and correspondingly released. The special object of this combined system and mode of operation is to practically avoid as far as possible one of the most serious causes of disaster, which results from a divided systemthat is, when one manipulation is required to operate the brakes of the locomotive and another to operate the brakes of the train, requiring two manual applications instead of one. In a recent disaster-the brakes of the locomotive were instantly applied, but the engineer had no time to operate the brakes of the cars, so that the cars unbroken rushed upon the locomotive, upon which the brakes had been applied, and the engine was whirled over endwise to the great destruction of property and the loss of human life. The engineer had no time to manipw late the brakes of the cars and a fearful disaster was the consequence ot this divided system. The number of cellsto be employed in the battery for this work should have about two volts of clectro-motive force, and the cells need not exceed ten ampere hours, as the battery is in use at each application less than five seconds, so that a charge of the battery to ten hours would give over six hundred applications.

I have made the working battery, as shown, of twelve cells divided into four divisions in multiple or parallel, and each division in series of three cells, which with a motorof onehorse power I deem sullicient for the purposes required.

VVhat I claim, and desire to secure by Letters Patent, is

1. In an electric train-brake for railroadcars, the herein-described system for applying and releasing the brakes of a train of cars from the locomotive, which system is composed of the following elements: a switchboard on the locomotive, movable and fixed contacts, and transmitting-wires, and on each car storage-batteries, a reversible electromotor, reversing-switch, a solenoid to operate the same, and connecting-wires, in combina' tion with a worm-shaft connected with and operated by said motor, a traversing lug-nut on said shaft, tension or drawing rods, and heading connecting the ends of said rods, a wire rope or flexible connection connecting said heading with a movable pulley, said pulley engaging on the upper circle a wire rope connecting the long ends of the truck-levers, and two fixed pulleys,one on each side of the movable pulleyengaging the said last-named wire rope on the under circle of said fixed pulleys, truck-levers, brake-beams, and brakeshoes, substantially as shown and described, and for the purpose set forth.

2. In an electric train-brake, the l1ercindescribed sub-system for applying and releasing the brakes on each car of the train in cases of emergency, which sub-system is com- ICO posed of the following elements: a continuously connected rope,one end fastened at the locomotive and the other end to the rear end of the last car of the train, and on each car fixed and movable pulleys, said fixed pulleys engaging said rope on the upper circle, and said movable pulley engaging said rope on the under circle, a switch-lever near one end of which is pivoted said movable pulley to operate said switch, and at the other end an elastic movable contact, a spring and catch to hold the lever in contact, in combination with fixed contacts, currenttransmitting wires, storage -batteries, a reversible motor and connections, a sw.itch-lever and handle for reversing the motor, a spring and hook to hold the same in contact till released by hand, a worm-shaft and connections with motor, a traversing lug-nut on said shaft, tension or drawing rods and heading, a movable pulley,awire rope connecting said pulley with said heading, fixed pulleys, a flexible connection engaging said pulleys and connecting the long arms of the trucklevers, and the truck-levers and brake-beams, and brake-shoes, substantially as described and shown, and for the purpose set forth.

3. The herein-described electric brake system for a train of cars,including a motor for actuating the brakes, and an electrically-operated switch for reversing said motor on each car, and aswitch-board on the engine for controlling the motors and the reversing-switches of the train.

4. The herein-described electric brake system for a train of cars,including a motor for actuating, and an electrically-operated switch for reversing said motor on each car, a switchboard on the engine for controlling the motors and the reversing-switches, and means for manually operating each reversing-switch.

5. The herein-described electric brake system for a train of cars, including a motor on each car for actuating the brakes thereof, havingaswitch on the engine for controlling said motors, and means connecting with said switch, including a cord extending throughout the whole of the train, whereby all of the brakes can be applied from any car of the train.

6. In a brake system, the combination, with the brakes of a car, of a flexible connection between the longer arms of the brake-levers nearest the ends of the car engaging two pulleys with fixed pivotsor journals, a movable pulley engaging said flexible connection on the side opposite the said fixed pulleys and between the fixed phlleys, a movable pulley having attached thereto a connection with the heading, the drawing-rods, the traversing lug-nut, the screw-shaft, and the sprocketwheels and chain with the shaft of the armature of the motor, substantially as described and shown.

7. In a brake system, the combination, with a motor and a revolving screw operated thereby, of a fixed sleeve, a traversing nut, a sleeve secured thereto teiescoping within the fixed sleeve,and guidespreventing the rotation of said nut and its attached sleeve, substantially as described.

S. The combination, with the brake-levers and brake-shoes, of the fixed pulleys,the movable pulley, the worm-shaft, traversing nut,

and the connection between the nut and movable pulley, substantially as described.

9. The herein-described coupling for electric wires between cars, consisting of the insulated blocks having registering contactpoints and the spring-key for holding them in engagement and in proper relative relation witheach other, substantially as described.

10. The herein-described coupling for electric wires between cars, consisting of the insulated blocks having registering contactpoints on each of the headings on the ends of the wires passing into said blocks having a retaining depression or socket, and the springw keyv having its retaining web adapted to enter said depression or socket.

11. The combination,with the switch-board, having a swinging arm connected with one pole of the source or sources of electricity and insulated contact-points connected with the opposite pole or poles, of an independent lever carrying a segmental contact-piece for connection with the same pole or poles as the said swinging arm, adapted to simultaneously contact with all of said contact-points, substantially as described.

12. In aswitch-board, the combination, with a series of contact-points arranged on acurved line, of a lever carrying a curved contact-plate adapted to contact simultaneously with all of said contact-points, substantially as described.

13. The combination of a direct acting and moving switch-lever pivoted to the center post of a switch-board having fixed contacts both for setting and releasing the brakes, connecting-wires, storage-batteries and connections, solenoid, switch-lever, a reversible electromotor, sprocket wheels, sprocketchain, screw-shaft, traversing lug-nut, drawing-rods and heading at one end of said nut and at the other end a tubular covering for said screw-shaft, said covering having a heading with two lugs or projections upon opposite sides to each other adapted to traverse endwise in two channels or recesses provided therefor, and a larger and stationary tube, in the end of which the lug-heading is located and into which it telescopes in applying the brakes, substantially as described and shown.

rections for setting and releasing the brakes, fixed contacts, main-line transmitting-wires and couplings for running currents and com pleting' circuits, branch wires for connecting same on each car with the source of electrical energy, storz'tge-battcry, clectromotor and connections, screw-shaftand connections with motor, traversing"lug-nut, drawing'rods, flexible connections with truck-levers, and pulleys to operate the same, substantially as described and shown.

16. A sub-system for setting and releasing the brakes by hand on each car and 'automatically in case the train breaks apart accidentally, consisting of the followi ng elements, viz: a continuous rope made fast on the locomotive at one end and on the rear end of the last car, and passing through the train, a movable pulley and fixed pulleys, a switch-lever, a movable contact, fix d contacts, and wires connecting one of said fixed contacts with the poles in electric circuit of the main workingbattcry wires connecting said battery with all parts of the motor to energize the same,wires connecting the motor after the current has passed through it with the movable contact on the boss end of the switch-lever to complete an independent circuit, substantially as described and shown.

17. The combination of a switch-board having fixed contacts, a center post for return current to complete circuit, a movable segmental-plate contact, a switch-lever, a continuous rope connected therewith to operate the same, a retractionspring, a plate spring and catch, said contact covering all four of the fixed contacts on the switch-board,a wire connecting said contact-plate with the center post of switch-board,transniitting-wi res,couplings, movable and fixed pulleys, main storage-battery, reversible electromotor and connections, and return -current wires, screwshafts, traversing lug-nut, d rawing-rods, wire rope connected to a movable pulley, fixed pn|- leys, and a flexible connection between and with the truck-levers to actuate the same and set the brakes, substantially as described and shown.

18. In an electric trai n-brake, a switch-board having movable and fixed contacts for the transmission of the current and for opening: and closing circuits, in combination with a switch-lever and continuous rope connected therewith to operate the said lever, a segmental cou tact-plate also connected with said lever, a current-wire connecting said segmental plate with the center post of the switch-board, a plate spring and catch, and a signal-bell, substantially as described and shown.

19. The combination of the screw-shaft, the traversing lug-nut, a movable tubular covering for said screw-shaft, a heading and lugs connected therewith, a stationary tube of larger size having recesses or channels for the traverse of said lugs, into which tube the smaller tube telescopes, an electric motor and connections with said screw-shaft to actuate the same, substantially as described and shown.

In testimony whereof Iaflix mysignature in presence of two witnesses.

AUGUSTIN I.

A M B LEI

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