US1325151A - Scotte - Google Patents

Description

l. E. HANSCOTTE'.

BRAKE CAR.

APPLlQATION FILED APR. 27., 19.18.

Patented 1190.111919.

2 SHEETS--SHEET l.

l 1. E. HANscoTTEi.

BRAKE CAR.

APPLICATION FILED APR. 21, 191B.

Patented De@.16,1919.

2 SHEETS-SHEET 2- The vehicle to Which the invention is to be JULES ETIENNE HANSCOTTE, OF COLOMBES, FRANCE;

' BRAKE-CAR.

Speccat'on of Letters Patent;

Vil'atentmi Dec. 1c, 1919.

Appiicanoafiiea aprii a?, isis. serial No. 231,161.

To all 'whom t may concern.'

Be it knoivn that l, JULES ETinNNn Halvscor'rn, citizen of the Republic of France, and resident oi" Colombes, France, (postoltice address, 1:2 Rue Besson,) have invented `a neiv and useful Brake-Car, which im` pi-ovenients are fully set t'orth in the following specication.

lt may be necessary to raise to heights, vvhich may be easilv accomplishedL by means of steep inclines, railway material, artillery material, etc., which not being provided with brakes, or only -with brakes 'of feeble" povfer, is able to travel upon gentle inclines on y, owing to Vthe friction betiveeif'the Wheels and the tivo rails ot the track.

l o rea-ch such heights theietoie it is necessar)v to construct indirect tracks o'l great length necessitating sometimes cuttings', and

passing through localities' which it Would be preferable to avoid and' other engineering Work ot considerable magnitude.

The present invention relates to a. brake car equipped with horizontal driving vvlieels in addition to the usual vertical wheels, the

horizontal Wheels acting' against'van auxiliaijY central rail 'orV the purpose of. augmenting the trictional engagement and brake power or" the vehicle.

being interpolated between the trains tov be hauled as will be hereinafter explained.,

applied iii-av be a locomotive tender, flat car, box car, etc., and will hereinafter-be Ymerely termed the veliicle,v7 and such vehicle, irrespective of its character, will have a very great Jrictional engageni ent with the' 'central i rail besides that natural to its .oivnv Weight acting upon thetvvo rails ofthetrack. The

vehicle vvill also have veryv powerfulbrakes ybesidi-s theV ordinarv7 ones,v which act on the vertical Wheels, and it is so constructed asto allow the brakes to beapplied Witlrperiect reliability on steep inclines Without requir-j ing medication of the railwa'vhor artillery material, etc., even when it is 1not provided with brakes orwhenits brakes areweak or. Worn, in a. ivordwithout altering thev ma#v terial,.even that intended for level tracks ,or4

gentleV inc-lines.

' The said vehicle is coiistructedf'ito runen the usual tracks of normal orfnarroiv gage, to which b v tlie'a-pplication ol the present' invention, the central rail is simply added,

The improved brake mechanism satisfies these desidera-ta,

at those sections only'which have steep incliiies uponivliich the rictional engagement and brake power 'of the' horizontal. Wheels are to be used. L

For passing*v around the curves of the track, particularlythose ofy short radius, if

the rolling stock is not provided with a:

central buffer it is necessary toV provide the brake mechanism above mentioned With special lateral buffers against Whichthe' thrust, which is,increasedfonsteep-molines, shall beequally distributed.

ln practice on curves, for the: *rollingy stocl'g'thebui'ler placed in the interior there,e of takes the major portion or' even thef iv iolefot' `the thrust; on the other handit' the distance ot the buffers from'the'end. axles is not the saine for the brake niechanisn'i as torthe-vehicle to Which'the brakenie'chai iiisni is attached, the buffers of the brake-v` inecha-nisijnlwill be eccentric to thoseo the vehicle. The Vthrust by singleA eccentricA butter Aivould produce an abnormal `strain .on theY stool; as Well as jamming (or hugging) ot their Wheels against the tivo'd rails of ther track. The said brakev is not heavy although capabler of considerableV brakeV power, and the vehicle toV Which it is'to-be attached may be loaded' withVw Water, coal,"

artillery ammunition or various'other'goods to be transported.` v

' The' brake mechanism can be a'ppliedto' railways, tran'iwavjjs vand tractors Worked byv steam, electricity, compressed air4 or other 1 .'1ieans.

In the following'descriptioncthere is de- Y scribed a. vehicle with balanced' buii'ers, but itinust be understood Vthat it is onlyian example ot the application' of theV devicesV forming the subject matterV ot' the present'v invention Figures l to 8 inclusive of the accompanyf' ing dravviiigrelate to a Hat car with two axles,

having three pairs lof liorizonta'lwh'eels for applying aV braking actiononfthe central rail, and at each endta systemv of" balanced b'u'ters inountedjnponfa beam and distrib- D Y o`n the curves of the/track.'

Fig. l'is a side eleva-tion ofthe car.v Y Fig. 2 lis a vertical longitudinali section through theA axis o-a. butter;l

F ig. Sis'a'plaii view ofthe'car." Y Y Fig. l'is aihorizontal'section'above one' utin o the 'thrust equally 'over thetWo Vbullers pair oir` horizontal Wheels.

Fig. 5 is a horizontal section through one pair of horizontal wheels.

Fig. 6 is a horizontal section through the axis of the buliers.

F ig. 'l' is a transverse section through the axis of one pair of horizontal wheels.

Fig. 8 is a transverse section through the axis of a beam of the balanced buffers.

F ig. 9 shows, by way of example. the applic-ation ot' the devices of the present invention to a heavy train running on a line having steep inclines and steep descents, and having consequently at front and rear a locomotive and a bulier brake tender.

In Figs. l, 3, l, 5 and 7 the axles a of the horizontal wheels Z) are mounted in the supports c sliding between the transverse guides e which connect the side frames of the car. The gripping pressure of the wheels against the central rail and the pressure of the brake blocks against these wheels are produced by the spring g when it overcomes the reduced pressure in the oppositely acting air cylinder 71r (which is single acting) through the medium of a .lever 'i which acts on the one hand, to eft'ect the grijiiping pressure upon the levers y' and .7c coupled by the coimecting rod Z and jointed at their lower ends to the supports c, and on the other hand to actuate the brake blocks upon the levers mand n coupled by the connecting rods o. The blocks f are mount-ed to slide in the supports c.

One of the ends ot the spring f/ is fixed against the cylinder i1, attached to lthe framework of the car, the other end `bearing against a shoulder on the piston rod of this cylinder. In the case of a train fitted with continuous air brakes the pipe 7) is connected to the tra-in pipe, so that when the air pressure in the train line is reduced to apply the-brakes to the vertical wheels the application of the brake of the horizontal wheels is simultaneous with the application thereof to the vertical wheels.

lVhen the air pressure is at its greatest in the cylinder 7L the spring has Vno eilect on the horizontal wheels, the frictional engagement and the brake power of whichare at zero; these wheels pass therefore with a slight clearance against the central rail or run along this rail without gripping it, which is also indispensable when the train descends an incline so that the ear suffers no resistance to its movement from the said horizontal wheels.

In proportion however as the air pressure diminishes in the cylinder it bythe will of the driver, the spring g becomes preponderant and augments the pressure oi the horizontal wheels against the central rail and that of the brake blocks f against these wheels. In cases where the train is tted with a continuous vacuumv brake, the oppositely acting cylinder it is a vacuum cylinder.

In the case of an emergency application ot the brakes or the rupture of the brake pipe couplings which also interrupts the train pipe, the pressure falls completely in this pipe and the spring g pro.- duces its maximum effect for the automatic application of the brakes to the horizontal wheels at the same time as it causes them to grip the central rail.

It is well known that the eilicacious application of the brakes `to the vertical wheels of railway vehicles is obtained by proportioning suitably the pressure of the brake blocks to the rictional engagement oi' the wheels upon the rails. This condition is fulilled t'or the horizontal wheels the levers y', lo, m, n of which are o'l fixed length, by insuring that the gripping pressure ot the horizontal wheels against the central rail is adjusted to that, properly speaking, produced by the levers y' and 7c and the pressure of the blocks f transmitted against this rail by these horizontal wheels.

rlhe pivot point of these levers 7' and t upon the supports c and of the levers m. and at upon the blocks f is placed in thehorizontal plane of the axis 'of the central rail so that the axles a remain parallel and that no jamming of the supports c is produced in their guides e when the horizontal wheels Z) move at right angles to the track. When this movement takes place, these wheels therefore have only to overcome very slight friction compared' with the i'orces transmitted by the levers and are easily eapable, when inclines are descended, the brakes being applied meanwhile, oi follow-- ing sinuosities of the central rail if its width varies or it it is not mounted regu larly in the center of the track, and ot ioly lowing it also over the curves of the track.

In consequence ot this easy movement of the horizontal wheels the central rail may be mounted with considerable latitude with relation to the two rails of the track. Great latitude is also permitted with respect to height of this rail seeing that the treads of the-horizontal wheels may have all they necessary height.

Figs. l, 2, 3, 8 show, by way ot example, aV

system oi' balanced vbulers, having at each end of the car buii'er 'bars Q with nuts fr adapted to work in the guidess, t, and two springs u, two sleeves c carrying journals connected to the ends of the `lever fr by means of slides y. The lever rocks about the xed aXle e of the support a. l

When the ear is interposed in a train for the purpose of applying the brakes thereto, on thestraight parts of the track the two rods g are equally distant from the frame, the lever is at right angles to the longitudinal axis of this f 'ame and the two springs are equally stressed. Then the car passes around a curve, the rod g located tion with rela-tion to the axis of the frame, but the two springs ware equally stressed.v

The thrust is equally distributed over-the two ybull'ers whatever its amount may be and whatever Athe radius of the curve of the trackl may be. l

This therefore avoids the application to a single buiier of the powerful thrust produced on steep slopes, which application would abnormally strain this-buffer and also the whole of the frame and would cause the stock to be jammed bythe vertical wheels against the two rails of the track which might cause derailment. The systemV of balanced lateral buffers is applicable to locomotives in which a supplemental grippingaction is obtained by means of horizontal wheels and a central rail.

When the track has steep declivities in one direction only, one or more buffer brake cars may be advantageously placed at thel lowest part of the train; other brake cars being interposed along ythe length lof the train if the brake power to be produced v-is very great. i

lVhen'the vtrack has steep declivities in both directions that is to say ascents and descents, one or more brake cars are placed at each end of the train. H

In Fig. 9 the rtrain o', which is hauled by two locomotives c equipped with horizontal wheels for engagement with a central rail,

Y has two bu'er brakey cars d used as tenders of these locomotives. Like these tenders, the said locomotives are provided with balanced lateral buifers.

Each of these tenders is represented as having three pairs of horizontal .wheels e and has the body f loaded with water and coal.

modifying it. This pipe is formed of eXible or rigid components of easily manipulatable length having a coupling' at each end. These components are carried by the steep inclines7 Vit suiiices to provide the car" with an air reservoir intended to supply the cylinders 71, (see Fig. 7) and the train pipeY .of this car. In this case the brakes Aare applied by a man who is placed upon the said In the case where thestock hauledl is notA Sie the oo aositevsides ot' the su a )lemental rail Y whenbrought into-contact therewith; brakes Jfor the :horizontal-wheels and mechanism for eiecting automatically and simultaneously the engagement ot' the horizontall wheelswith said supplemental'rail and the braking of said wheels.

2. An Vimproved brake car having verti-V cal wheels adapted to engage the usual track rails; pairs of horizontal wheels ,disposed at opposite sidesv ot va supplemental rail loc-ated intermediate the track rails, the pairs of horizontal ywheels being adapted to grip the opposite sides ot the supplemental rail when brought Vinto contacttheiewith; brakes for the horizontal wheels and mechanism for eiiectingcautomatically and simultaneously .the engagement of the horizontal wheelsY with said supplemental. rail and the braking ot said wheelsgsaid mechanism being operated by a spring which .is controlled by an oppositely-acting piston controlled by the difference in `fluid vpressure exerted 1 against its twov faces. A

3. An improved brake car having `vertical wheels adapted to engage the usual track rails;l pairs ot horizontal wheels disposed at opposite sides of a supplemental rail located intermediate the trackrails, Athe 'pairs of `horizontal wheels being adapted to grip the the vhorizontal wheels and. mechanism for eiiiecting automatically and simultaneously the engagement of the horizontal wheels "with said supplemental'rail and braking of said wheels; said mechanism being operated by a spring which is controlled by an oppositely-acting compressed-air cylinder.

el. An improved brake car having vertical wheels adapted toengage the usual track rails; pairs of horizontal wheels disposed at opposite sides lof a supplemental rail located intermediate the track rails, the pairs of horizontal wheels being adapted to grip the l. opposite. sides of the supplemental rail when tenders or the brake cars when they are not brought into'contact therewith; brakes for the horizontal wheels and mechanism for effecting automatically and simultaneously the engagement of the horizontal wheels 'with said su'pplementalrail and the braking ot said wheels; said mechanism being operated by a springwhich is 'controlled byy an oppositely-acting piston controlled by the Adifference in Huid pressure exerted against Cil two faces and Working in a cylinder which is connected with the main air pipe of the train. f

5. An improved brake car having vertical Wheelsadapted to engage the usual track rails; pairs of horizontal Wheels disposed at opposite sides of a supplemental rail located intermediate the track rails, the pairs of horizontal Wheels being adapted to grip the opposite sides of the supplemental rail when brought into contact therewith; brakes for the horizontal Wheels and mechanism for effecting automatically and simultaneously the engagement of the horizontal Wheels with said supplemental rail and the braking of said Wheels; said mechanism being operated by a spring which is controlled by an oppositely-aetino, compressed-air cylinder which is connected to a detachable compressed-air pipe carried by the train.

tu improved brake car haring Vertical Wheels adapted to engage the usual trac-k rails; pairs of horizontal Wheels disposed at opposite sides of a supplemental rail located intermediate the track rails, the pairs of horizontal Wheels being adapt-ed to grip the opposite sides of the supplemental rail when brought into contact therewith; brakes for the horizontal Wheels and mechanism for effecting automatically and simultaneously the engagement of the horizontal Wheels with said supplemental rail and the braking of said Wheels; the said mechanism being so arranged and the mounting of the horizontal Wheels being such that the gripping action of said Wheels and their braking are independent of Wear upon the 'various parts of said mechanism and upon the Y supplemental rail.

T. in improved brake ear haring Vertical Wheels adapted to engage the usual track rails; pairs of horizontal Wheels disposed at opposite sides of asupplemeutal rail located intermediate the. track rails7 the pairs of horizontal Wheels being adapted to grip the opposite sides of the supplemental rail when brought into contact therewith; brakes for the horizontal Wheels and mechanism for effecting automatically and simultaneously the engagement of the horizontal Wheels with said supplemental rail and the braking of said Wheels g' the said mechanism being so arranged and the mounting of the horizontal wheels being such that the said wheels can more freely one with relation to the other, or both in the same direction, transversely of the trark in order to permit them to adapt themselves to Variations in the Width of the supplemental rail and its irregularities in position With relation to the track rails, as Well Vas to permit them to follow the curves of the track.

S. ln a train of ears7 a plurality of variably-disposed brake cars, each provided with vertical Wheels adapted` to engage the usual track rails and with pairs of horizontal wheels disposed at opposite sides offa 'supe pleinental rail located intermediate of the track rails, the pairs of horizontal rails be ing 'adapted to grip the opposite sides of the supplemental rail when brought into contact therewith; brakes for the horizontal Wheels and meena-nism tory effecting automatically and siniultruieously the engagement of the horizontal Wheels with sainsupplemental rail and the braking of` said Wheels; said mechanism being operated byr a spring' which is controlled by an oppo-l sitcly-acting, compressed air cylinder, which is connected to a detachable compressed air pipe carried by the train.

ln testimony whereof l have signed this specification in the presence of two subscribing Witnesses.

JULES ETIENNE HANSCGTTE.

fllyitnesses: c

Groen LorrnL, Jeux F. SIMoNs.

Ys o

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