US17257A - Bumper railroad-car brake - Google Patents

Description

2 Sheets-Sheet I. L. BRAUER.

Car Brake.

Patented May 12, 1857.

4: w iu Witnesses:

Inventor,

AM FHDTO-LITHO. C0, N.Y. (OSBURNE'S PROCESS.)

2 Sheets-'Sheet 2.

L. BRAUER.

Car Brake.

Patented May 12, 1857.

Witnesses= Inventor,

AM. PHOTO-LITHO. C0. N.Y. (OSBURNE'S PROCESS.)

' UNITED STATES PATENT oEE1oE.

LOUIS BRAUER, .OF SOMHERVILLE, TENNESSEE.

BUMPER RAILROAD-CAR BRAKE.

Specification of Letters Patent No. 17,257, dated May 12, 1857.

To all whom it may concern:

Be it known that I, LOUIS BRAUER, of Sommerville, in the county of Fayette and State of Tennessee,.have invented a new and useful Improvement in Railroad-Car Brakes; and I do hereby declare that the following is a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming part of this specification, in which- Figure 1, is a central longitudinal section through the ends of two subsequent cars provided with my improved car brake. Fig. 2 represents the arrangement of the draw bridges, attached to one end of each car, to prevent the operation of the car brakes in case the train is backed. Fig. 3 is a perspective view of one of these draw bridges. Fig. 4 shows the position of the drawbridge while the train is backed. Fig. 5 shows the position of the drawbridge while the train is braked. Fig. 6 represents parts of two subsequent platforms as seen from above, the cars being at the usual coupling distance. Fig. 7 is a similar view of the same parts, represented in Fig. 6,the platforms being nearly in contact as in the case of braking the train. Fig. 8 shows the coupling and bumper heads of two subsequent cars the platforms in Fig. 6 being removed. Fig. 9 represents the same parts, the platforms in Fig. 7 being removed. Fig. 10 shows the coupling link, with the coupling pin in the position when the train is in motion. Fig. 11 represents the same parts in the position when the train is braked. Fig. 12 is a perspective view of the coupling and bumperheads of two subsequent cars. Figs. 13 and 14 are horizontal sections through the sleeve 6 showing the positions of the bumperheads and bars (Z while the train moves on a curved track.

Similar letters of reference in each of the several figures indicate corresponding parts.

This invention relates to certain new and useful improvements in railroad car brakes which are operated by the momentum of the cars when the velocity of the locomotive is being retarded or stopped.

The nature of this invention consists firstly: in the peculiar construction of the sliding bumper in combination with a clamp and stop pieces arranged and constructed in such a manner that not only the whole momentum of the cars can be applied to the circumference of the car wheels, for braking purposes, but also the car wheels are relieved from the pressure automatically, while the train is in motion,-and by which arrangement the coupling and uncoupling of the cars can be effected from above the platforms of the cars at any time, without danger to the operative; secondly: in the peculiar construction of an elastic hinge, which connects the bumper with the brake pieces.

, To the underside of the two platforms of each of the cars Fig. l, is firmly attached a sleeve or guide box 6 to inclose, receive and guide in the direction of the motion of the cars two bars d and f which bars are connected by a hinge h represented in Figs. 13 and 14. This hinge h is made elastic, by placing between the ends of bars (Z and f an elastic substance, such as india rubber, for the purpose of allowing a certain play of rod or bar f and also to diminish the destructive or bad effect of the push of bar f against (Z. The back end of the sleeve 0 fits closely around the bar (I which therefore can only slide in the di rection of the longitudinal axis of the cars; the front end of this sleeve being slightly enlarged or tapering (as shown in Figs. 13 and 14) from the hindermost position of the hinge h to the front end, so as to allow the bar f not only to move forward and backward, but also to move within a certain limit from one side to the other, playing around the hinge h in a horizontal direction which movement is necessary when a train moves on a curved track. The tapering of the front part of sleeve 6 is therefore to be made in accordance with the smallest curves used on railroad tracks.

The front end of bar f forms the bumper and coupling head a Figs. 1, (3, 8, 9 and 12, which has horizontally an oblong hole a Fig. 12, reaching from the surface of the bumperhead backward, to receive a coupling link or rod 6, represented in-Fi gs. 10 and 11:

This bumperhead is also perforated vertically by a slot u to receive a coupling pin 0 as shown in Figs. 1, 6, 8, 9 and 12. The slot u is of an oblong shape, placed in the longitudinal axis of bar f, and its length is a little more than one half of the usual coupling distance, say 811; to 9 inches, adding the thickness of the coupling pin 0; and its width is so much larger than the diameter of this coupling pin, as to allow the certain horizontal play of bar f given by the curve of the smallest diameter employed on the track. 7 The coupling pin 0 passes through holes in the platform P and in the lower side of sleeve 6 as shown in Figs. 1, 6 and 7. The distance of two coupling pins 0 of two subsequent cars, is therefore necessarily larger than the usual coupling distance of the cars, and may beenlarged at pleasure by which the use of wooden cou-' pling links is greatly facilitatech.

The bumperhead' a is on its front end provided with flanges '11, to enlarge the surface of the headand to prevent the immediate comiection of two contiguous bumperheads by means of a clamp w provided on one of them as shown in Figs. 1, 12, &c. The use of this clamp will be. further illustrated by the description of the operation of the brake.

The vertical lever 9, shown in Fig. 1, is linked' to and suspended from the rear end of the bar (Z and is provided near the middle part with several holes 00, to receive the pivot of rod Z. To the lower end of lever g is hinged the rod 72. Rod Z connects the brakepieces i of the front end of the car truck, and rod is the brakepieces of the rear end of the same, with the lever 51. The rod Z may be raised or lowered by placing its pivot through one of the several. holes 09 of lever g, as required. The brakepieces are hinged to and "suspended from the front and rear sills of the truckframe of each car by means of hinges h Fig. 1.

One of the platforms P of each car is provided with a drawbridge 8 Figs. 1, 2, 3, 4 and 5 and the other contiguous platform has on one side a hook p. The drawbridge is in connect-ion with the crank lever 9 Figs. 3, 1 and 5 which turns in journals 1" attached to the platform P. The lever q has a ring 0 to which a cord m is fastened, which cord itself is on its other end provided with a ring n. The length of cord m is to be adjusted in such a manner that, if the ring 42 is placed on the hook p, and the train is in motion, the drawbridge is raised to an angle of about 45 degrees, as shown in Figs. 1, 2 and 3.

The coupling link 6 represented in Figs. 10 and 11 may be constructed, partly of wood and iron as shown or in any other way.

Operation: The coupling link 0 is introduced into the hole '25 of the bumperhead by a slow motion of one car against the other, and the coupling pin 0 placed from above the platform P through the hole in the same, through the eye of the coupling link I) and through the hole on the lower side of the sleeve 6. The flanges of two contiguous bumperheads are fastened together by the small clamp w and the rings 97. of the cords mof each drawbridge. put on the hook p of the corresponding platforms, and the train is ready for starting. If a train shall be braked it is only necessary to retard the velocity of the locomotive. as in this case every car runs with a certain velocity against the foregoing and presses by its momentum the surfaces of the bumperheads against each other. The drawbridges want a certain time to fall from their inclined position into the horizontal one, and therefore if the cars rush against each other with such a velocity that they run through a space of about 16 inches (the usual coupling distance) in a shorter time than is required for the drawbridges to assume a horizontal position, the platform of the caropposite to the drawbridge will slip underneath the same as shown in Fig. 5 and the brakes will be operated. This is always the case if the velocity of the locomotive is suddenly retarded. If on the other hand the .train is to be backed the velocity of the locomotive being retarded by degrees, giving time to the drawbridges to assume the horizontal position and placing themselves between the two platforms, and therefore by a backmotion of the train, preventing the operation of the brakes; but the rings 0 of the cranklevers of the drawbridges may also be connected throughout the whole train with each other by long cords, the end of which is placed on the locomotive to enable the engineer to operate the drawbridges at pleasure. In case of braking a train, the pressure of one car, or respectively of one bumperhead against the subsequent one depends on the difference of the velocity of the two contiguous cars, and will be the greatest if one car against which another pushes is at rest. As therefore the engineer has the power to regulate the velocity of the locomotive, he is also enabled to apply any amount of power to the brakes of the whole train, as circumstances may require. As soon as the cars approach each other and the bumperheads a of each car begin to press against each other, this pressure will be transmitted by the elastic hinge h to the bar (Z and from there tothe upper part of lever g which will act upon the rod Z till the brakepieces i are in contact with the front pair of the carwheels, then the hinge of rod Z will serve as a fulcrum for the lever g and enable it to draw the rod 71: inward till the brakepieces 2' are in contact with the rear pair of the car wheels, pressed against the rims of the same and performing in that way their function of retarding and finally stopping the revolutions of the wheels. If the train commences again to move forward, one car is drawn away from the other till the coupling pin reaches the end of the eye of link I), as shown in Fig. 10 and the platforms are at the usual coupling distance. The two bumperheads connected by the link or clamp '10 are drawn out of the sleeve 6 to about one half of the coupling distance, and the upper end of the vertical. lever g is also moved forward in the direction of the bumperhead Fig. 1. By this motion of the vertical lever the rod Z is also drawn forward, separating the brakepieces i from the rims of the front wheels, until the brakepieces arrive at the stop 2 provided in front of them to the underside of the truck frame,

and having reached that stop, the joint of rod Z and lever 9 serves as fulcrum and enables the lower part of lever g to push the rod 71: backward by which movement. the rear wheels are released of the contact with the brakepieces.

It will be seen that by this arrangement the brake pieces are automatically kept away from the carwheels, while the train is in motion and any striking or other un necessary motion of the same is entirely prevented. Thus it will be seen that the necessity for the employment of brakemen is entirely done away with, as the brakes will be operated with any amount of power, according to circumstances, by the momentum of the cars, and the operation of the brakes in case of backing the train may be prevented by lowering the drawbridges into the horizontal position either through the action of the engineer having hold of the connecting rope of the drawbridges, or automatically after the arrangement represented on Figs. 1, 2, 8, 4 and 5.

By this arrangement and the peculiar construction of the different parts of my improved car-brake, the following important advantages are gained viz: By providing the bumperhead a with the vertical slot u I am enabled to pass the coupling pin 0 through the hole in the platforms P of each car, whereby (1) the distance of the coupling pins of two contiguous platforms is considerably enlarged and therefore the use of wooden coupling links, which practically have been found the safest in case of accidents, as running off from the track, &c., is made possible; (2) the cars may be at any moment and with ease coupled or uncoupled from above the platforms obviating entirely the danger of accidentally crushing the hands of the attendants between two platforms, and lessening in every respect the possibility of other accidents; (3) the whole coupling distance of the cars is made useful for braking purposes. The destructive or bad effect of the push, to which every bumperhead is exposed when a train is stopped must be diminished by an elastic substance. This has been done by covering the surface of the bumperheads with an elastic material or by means of steel springs. The first named manner, although preferable for its lightness and cheapness, is almost entirely out of use, as the elastic substance, exposed to friction and the destructive action of the weather was destroyed in a short time. But as I employ the elastic substance between the bars (Z and f, inclosed by sleeve 6 and protected against friction and the weather, it will be as durable as any steel spring, having all the advantages of cheapness and lightness. By means of holes w in the lever g the distance of the brakepieces and the rims of the carwheels may easily be adjusted, according to their wearing ofi by friction, &c. By the combined action of the clamp to on the bumperhead and of the stop piece a on the brakeframe, the brake pieces 2' are always kept at a proper distance from the carwheels, while the train is in motion and by this arrangement (1) the striking of the brake pieces against the car wheels is prevented, (2) the use of springs to connect the brake pieces with the car truck and so separate the same from the wheels when the pressure against the bumperheads ceases to act is entirely obviated and the substitution of simple hinges for this purpose facilitated. The substitution of common hinges h for the purpose to suspend the brake pieces from the car truck, has, besides its cheapness, the advantage of not dimin ishing the braking power if applied to the bumperhead. By giving to the foremost part of the sleeve 6 a tapering form, and by placing the coupling links Z) into the holes 6 of the bumperheads, the bars f are enabled to play around the hinge it within the sleeve and to adjust themselves to any vibration on the track without the rub bing of the bumperheads against each other. By my self acting drawbridge arrangement the backing of a train is effected in the most easy manner.

I am aware that several of the above advantages are peculiar to some car brakes, invented hitherto, but in no carbrake arrangement of which I have knowledge all the above advantages are realized. Also is the manner in which I have gained these advantages peculiar to my invention. I lay therefore no claim to the principle of operating rail-road carbrakes by means of the momentum inherent to cars when in motion; nor do I claim the use of an elas- With clamp w and stoppiece 2 constructed 10 tie substance for the purpose to diminish and operating as described Within.

the effect of the push to Which bumperheads 2. The elastic hinge h Within. the taperare exposed when a train is stopped, as all ing sleeve 6, operating as described and for this has been known before: but the purpose set forth.

What I claim as new and of my inven- LOUIS BRAUER. tion, and desire to secure by Letters Pat- Vitnesses: ent is: PAUL STEVENS,

l. The sliding bumper a f in connection W. VON KAMMERHUEBER.

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