US182478A - Improvement in car-brakes - Google Patents

Description

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, E. O. RICHARD.

CAR-BRAKE.

Patented Sept. 19, 1876.

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NJPETERS, FKOTD-LITHOGRAPNEK WASHINGTON, D. C.

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- CAR-BRAKE.

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WITNESSES Y INVENTOR Attorneys;

ILPETERS, FHOTO-UTNOGHAPHER, WAsHmGTON. 0 CV U IT D STATES EDMOND o. RICHARD, OFQUEBEG, QUEBEC, CANADA, AssIe onoE PART .HIs INTEREST TO JEAN E. RICHARD, OF COLUMBIA, sonTH CAROLINA,

PATENT. OFFICE.

AND JOSEPH C. RICHARD, OF QUEBEC, CANADA.

IMPROVEMENT IN CAR-BRAKES.

Specification forming part of Letters Patent No. 182,478, dated September 19, 1876; application. filed V August 8, 1874. j

To all whom it may concern;

Be it known that I, EDMOND O. RICHARD, of Quebec, in the Province of Quebec and Dominion of Canada, have invented a new and valuable Improvement in Automatic Car- Brakes and Couplers; and I do hereby declare that the following is a full, clear, and exact description of the construction and operation of the same, reference being had to the annexed drawings, making a part of this speci-' in the brakes can be applied at the engine to each car in succession from the rear car.

The nature of my invention consists, first, in a branch chain, which is attached to devices for cutting off steam and reversing, and which extends through the entire'train, and is connected at the rear end of the rearmost car to a return branch chain, which is carried around pulleys on sliding bars, which actuate the brake-levers, and attached to a Windlass on the locomotive, as will be hereinafter explained. Secondiin a novel contrivance, in combination with the lever, for cutting oif steam and reversing the engine, whereby these operations may be effected automatically by the actof applying the brakes, or in the event of a car leaving the track, as will be hereinafter explained. Third, in a novel arrangement of guide-pulleys beneath the tender, in connection with the two chain branches, whereby the ends of the chains on the tender can be changed right or left, as will be hereinafter explained.

The following is a description of my improvements: In the annexed drawings, A

designates the bed of a tender, and B one of the trucksthereof. D D are brake-bars, carrying brake-shoes a a on their ends, and D is a rod, which is connected at one end to one of the bars D, and at the other .end to the lower end of a brake-lever, D which is pivoted to the bar D" and loosely attached to an obliquely-arranged bar, E, which is suitably guided between the longitudinal beams-of the bed A, and acted on by a spring. (Indicated in dotted lines, Fig.1.) Alongside of the bar E is another bar E, which actuates the brakes of the other truck of the tender in a precisely similar manner to that above described. The braking devices on the coaches are constructed and operated like those onthe tender, the

only difference being that'on the coaches the bars E E are straight. I employ two brakechains, b b, one of which, b, is attached to a Windlass, F, on thelocomotive G, and is carried directly through the train past pulleys c, and between pulleys c 6 and at the rear end of the rearmost car the chain bis attached to the chain 1), which latter is carried back between pulleys e 6 around pulleys d d in bars E E, thence past pulleys e, and at the locomotive this return chain is attached to a segment, f, which is pivoted to a fixed are, 9, in the engineers cab. The chain b passes from the rear forward and around the pulleys d d in such. a manner that in the act of applying the brakes the bars E E are moved in opposite directions longitudinally. The bars E E on the tender are arranged obliquely to allow the ends of the chains 1) b thereon to be crossed when the tender is turned around, so as to have the chains 1) bin line with their respective chains on the coach to'which the tender is coupled. When the chains are so crossed they play around pulleys e, which are between the pulleys e at the ends of the tender and coaches. The Windlass F is applied so as to turn loosely, and to receive endwise play on a horizontal shaft, h, in rear of the axle H of the driving-wheels H. On one end of the Windlass F is a spur-wheel, t, and on the other end is a cone-shaped friction-wheel, j. The wheel iis intended to engage with a wheel, is, fast on the axle, which engagement can be effected by means of a hand-lever, I, and a forked arm connection, I, which latter embraces an annular groove in one end of the Windlass.

The wheel j is-inte'nded to work in combination with an anti-friction cam, j, which is fast on the axle H, for ordinary use in the application of the brakes. In extraordinary cases, when it is necessary to prevent a collision between trains, wheel i is made to en gage with wheel Ia, and all the brakes are brought uphard on the truck-wheels.

The reversing-lever K is provided with a spring-latch, Z, adapted to engage in. one or the other of several notches madein the edge of the fixed arc g, and hold the lever K in any desired position. When lever K is in the po sition shown in Fig. 3, steam is cut off from the engine. When forward of this position steam is on, and when in rear of said position the engine is reversed. The segment f has a hooked portion, f, formed on its front upper corner, in rear of which thesegment presents a cam-shaped edge, which is directly under the latch I. When lever K is moved forward to let on steam and start the engine, the segment f is carried with it by the lever'pressing against the hooked portion f. A pin is then inserted into one of several holes, a, through the are 9, for the purpose of stopping lever K at the cut-off point, or at a reversing-point. Now, when the Windlass F applies the brakes, or should the brakes be applied by a car in thetrain leaving the track, the return chain 11 will draw back the segment f,

and with it the lever K, thus automatically cutting off steam or reversing the engine. I

N designates a draw-bar, and m the drawhead. 1) is a coupling-pin, which passes horizontally and laterally through the bar N, just in rear of the head m.

What I claim as new, and desire to secure l, the lever K, the notched are g, and the brakechains 1) b, substantially as described.

3. The guide-pulleys e e on the rear of the tender, in combination with thepulleys e e and c obliquely-arranged brake-bars E E, provided with pulleys d d rotating in slots therein, and brake-chains b 1), whereby the latter can be crossed when the tender is turned around, substantially as described.

In testimony that I claim the above I have hereunto subscribed my name in the presence of two witnesses.

EDMOND O. RICHARD.

Witnesses:

GEORGE E. UPHAM, H. O. HOLLINGSHEAD.

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