US10701A - Joseph marks - Google Patents

Description

2 h LMARKSI lSeats Sheetl C ar Brake.

No. 10,701. Patented Mar. 2a, 1854.

l Il Il ANL PHOTO-LIYHD. C0. '...YA (USBDRNE'S PRDCESS) 2 sh t-sh tz 1MARKS. ees @e -.Car Brake,v 'y l No. 10,701. Patented Mar. 28, 1854.

UNITED STATES PATENT oEErcE. f

JOSEPH MARKS, or DUNKIRK, NEW Tonk, ASsIeNoR yTo MASSACHUSETTS.J

WM. WHITINQ 0E RoXBURY,

MACHINE FORl o1=EEAzrJr1ve CAR-BRAKES.

Specification of Letters Patent No. 10,701, dated March 2K8, 1854.v i i T all 'whom t may concern.'

Be itl known that I, JOSEPH MARKS, of Dunkirk, in the county of Chautauqua 4and State of New York, have inventedv certain new and useful Improvements inthe Method of Operating Railroad-Car Brakes, and that the following description, taken in connection with the accompanying drawings hereinafter referred to, forms a full and exact specification of the same, wherein I have set forth the nature and principlesr of my Said improvements by which my invention may be distinguished from others of a similar class, together with such parts as I claim and desire to have secured to me lby Letters Patent.

The figures of thev accompanying plates of drawings represent my improvements.

In Plate l, Figure 1 is a side elevation of a train of cars with my apparatus attached. Fig. 2 is a plan or top view of the same, with the top of the engineers room removed. In Plate 2, Fig. 3 isa transverse section of the locomotive, taken in the plane of the line A B Fig. 2, Plate l, showing the brakes applied to the engine and tender. Fig. 4 is a section of the apparatus for applying the car brakes, taken in the plane of the line C D, Fig. 2. Fig. 5 is a detail view which will be hereinafter referred to. In Plate 3, Fig. 6 is an enlarged side view of a portion ofthe locomotive. Fig. 7 is a transverse Section of a portion of the locomotive taken in the plane of the line E, F, Fig. 3, PL2. Fig. 8 is an enlarged horizontal section of the caixbrake apparatus taken in t-he plane of the line Gr, II, Fig. 4L, Pl. 2.

The object and purpose of my invention is to prevent collisions or other casualties on railroads, by providing an arrangement for speedily checking the trainrwhen in motion, by giving the engineer the control of all the brakes, andthe means of operating them all at once or separately. This de-V sideratum is effected by my improvements, and in such a lnanner as not only to make provision for many contingencies which usually occur in a railway train, but so astoy provide for accidental occurrences, such as the unshackling and consequent disconnection of a can-the car brakes beingoperated equally well at either end of the train, and the brakes of each car being managed if necessary independentlyof the others.

I have also adopted a peculiar arrangement of mechanical devices for operating the brakes of the locomotive and tender, by which' they can be applied with suicient power tov stop the train under ordinary circumstances, without havingy recoursel to the car brakes.l i

A A A A, Figsl and 2, Plate 1, represent the cars connected to each other, and attached to the locomotive B B and tender C C inthe usual manner. 1

The mechanism by whichthe' car brakes a, a, a, a are operated, is arranged in abox I b placed on the top of each car. The power, by which the brakes` are applied, consists of a spiral spring c, Fig. 4, Pl. 2,

and attached to the vvertical shaft d d, upon the lower end of which is wound the chaine which applies the brakes, as will be hereinafter explained. The spring `c is coiled up and the brakes relieved from the wheels as follows,-On the shaft d d, which extends up through-the box kZ7 b, isplaced the gear.

wheel 7, the teeth of which engage with those of the gear g, on the same shaft with thejpulley l1. and ratchet wheel On the pulley L, is wound the line 7c lo, kept in place on the same, by the barrel Z, which linel passes directly to the engineers room, and is wound upon the drum m, m. above arrangement, the'engineer in winding up the line ic la upon the drum m, m, will,

By the e through the medium of the pulley h and-` gears g, f, coil up the springe, and turn the Shaftcl d, relieving thechain e fromV the arm 71 attached to Athe brake, which is thrown olf from the wheels by the bent i spring o. A pawl lever p p engageswith the ratchet c', and holds the gears in vposition,` as fast .as `they are turned by the line'.

7c 7c, so as to prevent the spring from uncoiling.v When the spring c is sufficiently coiled, the pulley 71, is prevented from being turned any farther, bythe traversing nut vg is turned, on the screw -1',`cut in the said of the said nut as will be readily undery stood by inspection of Fig. 4, Plate 2. The

operation of taking olf the brakes as above described, brings, the mechanism inv the box b b into position for instantly `apl plying the brakes again, as will be seen in the sequel.

The lines for taking offA the vbrakes proceed from each car separately, andarev wound looselyA upon the drum m, m com?` posed of two or more pulleys 71am, accordfrom one car at a time.

The `brakes are applied, by the lengineer allatoncein the following manner. A dine.I fu fu passes Afrom a pulley 'w in the engineers `room through the end of the lever v7J p onV each car. A spring clip m, (formed of a bent piece of metal -which embraces the-line) on the -cord y, fastened to the box b 'b -is4 sprung yupon the line v if rnear the Vend ofy the lever p 29. VVhenthe engineer `pulls 'the j fline 'v 12,;the spring clips will hold rigidlyf enough -upon -the line to strike vagainst the pawl llever 7; 7J, and 'detached it from the ratchet z', thereby `allowing the spring c touncoil and turn :the sha-ft Z (l, which will wind alp the chain e attached tothe arm n, i and "thus apply the brakes, the communication between lthe brakes of `each `car being Pformed by the -rods z e.

line will be drawn through the pawl `lever and spring'clips, which hold on the line only` by friction, by theengine, without being and at the saine time, giving notice tothe engineer through the line v c. A 'pawl Elever a. a, exactly similar Lto the pawl `lever p p, engages with the ratchet wheel z' on the opposite side, and is to be used when the engine is Aattached to the otherV end of the train, the 'line u o in Athis case being detached from the lever 79 79, and connected to the lever a a which is operated inthe same manner. But one of these pawl levers engages with the ratchet z' at a time, .being relieved vfrom the same, `and held by a pin b passing through the casing of the 'box b b. The yline la 71: for taking Volf the brakes, is passed in this case through a slot 0 of vthe box, `the barrel Z of the pulley it 'being also turned in the opposite direction, and fastened by a pin d. In order that the conductor tmay readily communicate with the engineer, and give Vwarning of danger,. a crank e is attached to the shaft .of the pulley z, and placed so as to be easily accessible. By turning 4this crank the .'line 7c k will be unwound from the rdrum m m in the engineers room, and thus signalize the en# gineer to apply the brakes.

I shall now proceed `to describe the arrangement of mechanical devices, by which the brakes of the locomotive and tender are worked. On the rear axleof the locomotive Ymake .a few .revolutions with the axle.

In case any car j should 'become unshackled and disconnected from AJthe train, ythe spring clips will iiirst,` through the pulling of the "line o o, strike against the Apawl lever p p, detach it ffromthe ratchet wheel and-thus apply-the brakes. Ther` is unyielding,

is formed a friction cone f', with a loose collar g. By the lateral action of a hand lever '/,rt'his collar 'is forced on Ato the 'friction `cone 7L, thereby causing Vthe said collar Tto y o the collar is attached a chain c", which is wound upon the same by its revolution with the axle, and pulls upon the arml attached to the turning shaft Z which operates the ,long rod j through the `arm a. The action of :this -rod y" moves the bent lever o o', I(turni-ngen a V-fulcrum at 27") Ithus depressling the vertical sliding rod g' 'which applies the brakes r 7*"throughthe toggle joint s s.

As soon fas the collar g" has, in thejudg mento'f theengineer `wound Vthe chain z'. sufciently ltight, the saidV collar is 'grasped and rigidly held, so as to prevent its turni any further, by a spring `band 1f F '7, 'PL 3, -worked -by Jthe hand :lever u', 4'held inany desired ,position by the rac'k o. The collar gk `is then relieved `from the friction cone by the yhand lever 71,"4 fthe rack z" fholding the hand levera" and keeping "the amount of strain upon the brakes, which has been gained by ythe l-action ofthe collar `upon the friction cone of theaxle. 4Thebrakes of the tender `are applied at ithe same time `from the axle of "the locomotive, by the arm fw', also attached to the turning shaft Z. This arm wis connected to the jointed lever y" gj attachedlto the brakes of the tender byacha-in e. By Lthis mode .of working the brakes of the 'locomotive and atender, they can be applied `with sufficient .power to stop the` train `under `ordinary circumstances, obv'iating'the necessity ofzusing 'the carbrakes, except in cases of emergency. y y

By the above `descrbed arrangement for operating the ycar brakes, 'various contingencies `which may :occur in a railway train are amtplyprovided for, vand I shall now proceedto state some otthev difliculties Which are avoided, 'and the advantages `obtained by my improvements.

Y In various devices, which 'have before been adopted for operating all .thebrakes by one person, yno varrangement has been made by which the loose Avmotion or pflay 'between the ,ca-rs could be provided for. In my apparatus, the loose motion2 Vis .easily prevented :tr'om pulling theline, and applying the brakes, by the vspring clips, which are placed at ,any required distance from the pawl lever, so that theline will lhave to be drawn a considerable distance in order to detach the said lever from the ratchet wheel and apply the brakes. As the power which applies the brakes exerts a 4constant force, i vthe 4said power beinga yielding springall ,lows the truck frame to swivel 1n going around a curve, and .thereby prevents its being thrown of, which result when the brake as in' ordinary cases, is very liable to occur.

It will be seen that after the engineer has applied all the brakes, he has the power by the above described arrangement to take them off all at once or separately and at the same time by the operation of taking 4them off, he brings the mechanism into position for instantly applying them again. It may be observed however, that, as the engineer in relieving the brakes from the wheels, has to wind against the power of the spring, he cannot take offl the brakes of more than six cars, and in a long train, an extra windlass attached to one of the cars would be required, in order to take 0H the remainder of the brakes. y

As it is often necessary for the engine to be detached from the train, in order to switch off, the car brakeS, in this case, may be operated by one brakeman on the first car, the lines ruiming off from the windlass in the engineers room without breaking.

From the above it will be seen that while with many other kinds of brake mechanism in use, the power by which the brakes are forced against the wheels emanates directl from a person, my invention presents a di ferent principle, for by it the office of the person or attendant is not to generate such power, but simply to bring into operation a power all ready for instantaneous action, and at a subsequent period set the brakes free, and arrange the power so that it will again act, and with instantaneous effect, and by means of t-he engine brake apparatus, the engineer can apply more or less friction to the driving wheels of the locomotive and wheels of tender and retain or ease off this friction or any part of it instantly. The engineer also can apply the car brakes to the last or most distant car in the train or to all at once, or in succession, at his option by arranging the position of the spring clips accordingly, and he can regulate the amount of friction which the springs shall produce by adjusting the springs in the box placed on each car.

There are a variety of modifications which may be adopted both in the manner of holding t-he spring and setting it free, and also in the method of regulating the amount to which the spring shall be coiled, among which may be mentioned the following. The pawl can be thrown of from the ratchet and again put in connection therewith by windingy the lines which applies the brakes upon a hollow pulley on the side of the box.v

In this pulley may be placed a spiral spring the coiling and uncoiling of which (by turning said pulley) will turn a screw shaft, attachedby a corresponding nut to the pawl and thus give a lateral or sliding `motion to the pawl and engage it with or disengage it from the ratchet. The spiral spring instead of being placed as shown in the drawing, can be placed over the gear f, and the screw upon the shaft d d with its travelingnut, dispensed with, by forming on the underside of the gear f a spiral groove in which .j

may travel a pin attached to a sliding bolt on the bottom of the box, so that the turning of the gearf will give a lateral motion to the said bolt, a pin in which, when the spring is sufficiently coiled will strike against a stud on the underside of the gear f and thus check its further revolution'.V

Having thus described my improvements in the manner of operating the brakes of a railway train I shall state my claims-as follows: Ido not claim any mode of forcing the brakes of one or more cars against their respective wheels, by any mechanism, brought into oction by a power generated on an axle of the engine, but

What I do claim and desire to have secured to me by Letters Patent, isfl. I claim the adjustable spring clip or clips m in combination with the pawl lever or levers and the draft rope/v o thereof, and as applied and` made-to operate substantially in the manner as specified. j.

2. In combination with the cord extending from the locomotive to the brake shaft d, cl, and the pulley 72 I claim the traveling nut Q, screw r, stud t, and pins s, 8, in the manner nV for the purpose substantially as speci- 3. -I also claim the combination of the lines and the mechanism for operating the same as described, whereby the several brake springs of a train of cars may be wound up simultaneously, or one or more of them at a time as required in combination with the line and themechanism for operating the same, the several brakes of the train may be either simultaneously or one or more at a time put in action to retard or arrest the motion of the cars.v j

4C. Finally I claim generally in my improved method of operating car brakes 4the combination of main springs for pressing the brakes against the wheels, mechanism for winding up the springs so as to remove the pressure from the brakes and to hold the springs in a state of tension ready to apply pressure on the brakes instantly, on being released, and mechanism to release the springs and allow them to act, both the mechanism for winding up and that for releasing the springs being so constructed and arranged that it can be operated on either the locomotive or on the separate cars, 4and also capable of such adjustment that the brakes of all the cars can be either simultaneously, or one or more at a time, and in any required order of. succession put in action.

JOSEPH MARKS.

Witnesses:

JOSEPH GAVETT, EsRA LINCOLN.

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