US228752A - Constant gentil - Google Patents

Description

2 Sheet-Sheet 1 (No Model.)

0. GENTIL' Brake for Railway-Oars. No. 228,752. Patented'june 15,1880.

MPETERS, FNOTOLITfiOGRAPNER. WASHINGTON. D, O,

2 Sheets-Sheet 2.

(No Model.)

0. GENTIL. Brake for Railway-Oars.

No. 228,752. Patented June15,1880.

I7LU677/Z57": naw {wax W as W75 Jwdm m PETERS. PHOTD-LITHOGRAPMER. WASHINGTON o c UNITED STATES PATENT OFFIcE.

CONSTANT GENTIL, OF ST. LOUIS, MISSOURI.

B RAKE FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 228,752, dated June 15, 1880.

Application filed March 10, 1880. (N 0 model.)

To all whom it may concern:

Be it known that I, CONSTANT GENTIL, of St. Louis, Missouri, have invented certain new and useful Improvements in Rail-Brakes for Railroad-(Jars, of which the following is a specification.

My invention relates to that class of railroad-car brakes which employ supplemental shoes or runners attached to the frame of the car in such manner that they may be lowered to come in direct contact with the permanent rails of the road-bed and receive the weight of the train, so that the wheels will be out'of cont-act with the rails and the entire weight of the car resting upon the shoes will slide but a short distance, owing to the greatly-increased fliction-surface, and almost immediately stop the train.

The object of the first part of my invention is to provide a simple, strong, and effectual mode of attaching the brake-shoes to the framing of cars of ordinary construction, and in suitable means for suspending and releasing the shoes, to allow them to be brought into operation either to stop the train in its forward movement or act automatically to arrest the retrograde movement of a car or train of cars should the engine lose control of them, either because of the steepness of the grade of the road-bed that is being climbed or because of the accidental breakage of the couplings between the separate cars of a train; and, furthermore, in simple means for readily raisin g again and restoring the brakes to their normal or inoperative position beneath the cars.

The object of the next part of my invention is to provide improved means and facilities, under the control of the engineer, whereby the brakes of all of the cars may be under his control by means of mechanism independent of the locomotive-engine, so that the operation or non-operation of either need not govern or in any way interfere with the other.

The object of the next part of my invention is to provide, in connection with the abovementioned mechanism, a frangible couplinglink at suitable points along the chain that operates the brake-shoe connections, so that when undue strain comes upon it the links will give way or part, and so that the light cars of a train need not be destroyed by others more heavily loaded and actuated by much greater m's mica or latent force.

The object of the next part of my invention is to provide, in connection with the abovementioned mechanism, means for sounding an alarm to the engineer should one or any number of cars of the train become detached, and thus enable him to at once repair the damage, and not leave a car upon the track to collide with the next passing train.

The object of the next part of my invention is to shield the chains or cables that run heneath the cars for actuating the brakes and alarms, to prevent them from fouling or becoming entangled with other objects, and, furthermore, to enable the chains to be readily replaced should they become disconnected.

The object of the next part of my invention is to provide the brake-shoes with hearingplates of flat sheet or corrugated metal plates, which may be replaced when worn, and which will offer greater resistance to the effects of friction than the material of the shoes.

The object of the next part of my invent-ion is to provide, in connection with the abovementioned mechanism, self-adjusting flexible metallic couplings for connecting the steampipes of the engine and boiler with the steampipes of the tender, so that a limited independent movement of the engine and tender may be allowed without breaking the joint and allowing the steam to escape.

In the accompanying drawings, Figure 1 is a side elevation of an engine-tender and a single car, showing myimprovements attached,

and representing the forward shoes of the hind wheels in their operative position and the rear shoes of the front wheels in their raised or inoperative position; Fig. 2, a central vertical section of the same; Fig.3, a bottom-plan view of a car upon an enlarged scale, showing my improvements applied thereto; Fig. 4, a cross-section on line :10 w of Fig. 3; Fig. 5, a perspective view of the latch mechanism for holding the brake-shoes in or releasing them from their raised or inoperative position; Fig. 6, perspective views of plain sheetmetal and corrugated sheet-metal plates to be placed beneath the shoes; Fig. 7, a side view of the frangible links provided with a spring-latch, shown in an open and also in a closed position; and Fig. 8, a detached view, in elevation, of the steam-pipe coupling.

The invention hereinafter claimed may be readily applied to cars of nearly all of the present well-known forms of construction without material change.

The form herein shown represents a carframe, A, having four longitudinal timbers, A A A A extending from end to end of the car. The brake-shoes B B are suspended by links I) b, pivoted at their lower ends to the shoe and at their upper ends to bolts b passing from the outer to the adjoining inner longitudinal frame-timbers, A A and A A, which gives them a most secure connection and allows them to swing freely. The brakeshoes are also suspended from the car by other links, I) b, pivoted to the shoe at one end and to theframe or pedestal G of the axle-boxes at the other. v

The brake-shoes B and B are braced and held securely by a lateral bolt, B so that they may be at all times held in proper relative position, and also enable them to be operated atthe same time by a single mechanism.

A bail, B is connected at its ends to the opposite ends of the bolt B near its connec tion with the shoe, by collars upon said bolt, so that the latter may partially turn therein and form a loose joint. The middle part of the bail passes through and is jointed to a pivoted bolt, D, at or about its middle portion. One end of thebolt D is pivoted at d to lugs D, secured to the framing of the car, and the other end is rounded and extends over to and across the latch-bracket E, between jaws c e, to one of which is pivoted a notched latch, E. This latch E extends across from onejaw to the other and engages at its free end in a notch in the spring-catch E The free end of the boltD passes between the jaws e c of the bracket and rests upon the latch E when said latch is supported by its spring-catch E but when the latch-bolt and brake-shoes are in their raised position they will all drop to the position shown at the rear wheels of Figs. 1 and 2 by first drawing the spring-catch E In order to raise the said parts to their inoperative position, as shown at the rear of the front wheels in said Figs. 1 and 2, a shaft, F, is journalcd in bearings ff, secured to the under side of the car-frame, so that said shaft will extend across the car in such manner that a crank-handle may be applied to the end of the shaft to turn 1t.

A cord or chain,f, is connected at one end to the bolt D and at the other to the shaft F, so that when the shaft is turned the chain is wound around it and raises the brake-shoes and bolt D, and its free end will first strike the notch e in the free end of the latch E (shown in Fig. 5) and raise the latch until it engages with and is held by the spring-catch E so that all parts of the brake are again restored to their normal and inoperative position.

The spring-latches and brakes are all operated by chains or ropes G G, passing through the loops 0 of the spring-catches E and run under the cars from one end of the train to the other, and are secured at the rear end of the train to cleats, hereinafter described, and attached at the front end to a shaft or drum, H, arranged transversely beneath the tender. This shaft H. is to be revolved by a crankwheel, H, and connecting-rod H of a steam or compressed-air cylinder, H which may re eeive its steam, if that be the motive power, from the boiler of the locomotive, or, if air be used, from an aircompression chamber attached to the cylinder, and supplied with compressed air by well-known means.

The shaft or drum H and its driving-engine should be under the immediate control of the engineer, so that the safety-brakes may be operated at a moments warning by turning on the power to the driving-engine of shaft H, which, operating upon the chains G, actuates the spring-catches E which release the latch E andbolt D, so that the shoes B may drop by their own weight and fall. directly beneath the wheels and upon the rail in such manner that thewheels will roll up on the shoes, and thus change the rolling motion of the train to a sliding motion, thereby greatly increasing the'friction and bringing the train to an easy but almost immediate stop.

The rear ends of the chains G are attached to the rear end of the last car by hitching them over cleats g g, secured to the car-frame, preferably at each end, so that the chain may be secured at either or both ends of the car.

The chains G G are connected between each car by frangible books or links g 9, (see Fig. 7,)

preferably made of soft malleable iron, open at one side, so that if undue strain comes upon it the link will give way and allow the chain to part. An advantage of this frangible link is that when the chain has been wound up by the drum sufficiently to release all the brakes the chains will part at such points of connection only without material damage to the chain, as a new link can be immediately substituted for the old one in reconstructing the train.

The links 9 g are preferably closed at the split side by a spring-latch, 9 which will allow the chains to be readily connected but prevent their accidental separation.

The chains G G are held in place bysheaths G which consist of sheet-metal tubes open at the ends and suspended from the car-frame by brackets G so that said chains are prevented from lateral or other displacement when covered by said sheaths. These sheaths G extend from each end nearly to the middle of the car, but so that an intervening space is left between them at a point opposite the latch mechanism. The chains diverge toward the middle of the car at this point in order that they may pass through the loop of the springcatch, and so that when drawn taut by the shaft H it will partially straighten out and draw the spring-catch E laterally to release the brakes.

The sheaths G2 are slotted from end to end on their upper side, as shown in Fig. 4, to admit of a finger or hook to catch into the links of the chain and pass it entirely through the sheath with but little trouble.

In the construction and arrangement of the parts herein shown two lines of chain,'G G, are employed, arranged upon opposite sides of the car. The first line above described may be connected with the latch mechanism of the brake-shoes, located in front of the rear wheels to check the forward movement of the cars, and the chains Gr, connected with the mechanism for operating the brakes, that prevent the retrograde movement of a car or train in case of their being detached in climbing a grade. This is often the case in roads of heavy gradients, as the couplings are subject to great strain and sometimes sever their connection, and cars are left behind and wreck the next train. In such cases the engineer should be at once apprised of such disconnection, in order that the detached car or cars be again coupled with the train. This object is effectually accomplished by the following means: The chains G are for this purpose connected at the forward end of the train to the end of an iron rod, I, passing longitudinally beneath the tender. This rod is surrounded by a coiled spring, and is arranged to be drawn through its hearings in one direction by the chain and forced back into its original position by the spring. The foremost end of this rod I is provided with a pivoted hanging or spring pawl, i, which projects downwardtherefrom and bears against the free end of the spring-arm of a hammer, K. This spring-arm passes through a downwardlyinclined slot, 1, in a vertical plate, L, so that when the hammer-arm has been drawn back to the end of its stroke by the pawl i it will be forced down the slotluntil it is out of contact with the pawl, and the hammer is allowed to fly back to its first position and strike against the alarm-gong M as the spring-pawl on its return movement passes over the end of the hammer-arm in position for a repetition of the operation. The hammer strikes in this case against the large gong M, suspended beneath the tender, and gives the alarm; but the same device may be used to start a spring-alarm capable of striking a succession of rapid blows upon the gon The chains may be united and crossed at the point of connection between the first car and tender, so that both sets of brakes may be operated (and the alarm sounded also) should there be reason for stopping the cars suddenly and locking the wheels from the front and rear.

The brake-shoes may be provided with soleplates B, made of sheet metal, preferably corrugated, and attached to the under or bearing surface of the shoes in a simple manner, in order that they may be readily removed and replaced to prevent the destruction of the shoe-block by friction upon the rails.

The steam-pipe of the boiler is connected to the steam-pipe of the tender by a simple V- shaped coupling formed of jointed pipe-sections N N N N Three thimble-joints, n a W, are formed by one overlapping the other, screwed together and properly packed to prevent the escape of steam, as shown in Fig. 8. It will be readily seen that as the pipes N N approach each other the angle formed by the pipes N N will simply become more acute without interfering with the function of the device.

The brake mechanism above described is more especially adapted to freight-trains, as.

it is not expensive or liable to get out of order. As this mechanism is only to be used at times of imminent danger, the derangement of parts incident to its use is immaterial. By locating the shoes, as shown, between the wheels of trucks of a car they are out of the way of the ordinary hand-brake, and as the soles of the shoes are provided with flanges they are not liable to leave the track.

The rear shoes will be found to be peculiarly serviceable on narrow-gage mountain roads of steep gradients. as trains are often required to be temporarily stopped upon an up grade when the steam is low and the engine overta-Xed. Any one of the brakes may be lowered independently of the others by band, should it be required to simply look a car temporarily upon a grade, by securing a short rope from the spring-latch E to the side of the car.

A single car in a train fitted with these appliances will work' to good effect in braking a train, and any one of these cars may be coupled with others not provided with this particular brake without interfering with the making up of the train.

Having fully described my invention, what I claim, and desire to secure by Letters Patent, is

1. The combination, with a railroad car frame, of shoes suspended therefrom by links, so that when the shoes are down they will rest upon the track beneath the wheels, crankshafts F, and chains to lift the shoes, and a latch mechanism secured to the car-frame centrally to hold the brake-shoes horizontally out of contact with the rails and wheels, substantially as and for the purpose described.

2. The combination, with a railroad car frame, of the shoes B, lateral bolt B bail B locking-bolt D, and latch E, substantially as shown, and for the purpose described.

3. The combination, with a railroad car frame, of shoes suspended therefrom and adapted to rest on the rails, bail B lockingbolt, latch, and spring-catch for supporting the shoes above the track, and chains or cables running the length of the ear to operate upon the locking mechanism, substantially as and for the purposes set forth.

4. The combination, with an engine, car, or tender, of a steam-cylinder, a shaft or drum driven from said cylinder, chains running therefrom the length of the train, with the brakes constructed to be raised horizontally and so dropped on the track, and operating mechanism, as described, for applying said brakes simultaneously by power under the control of the engineer, substantially as described.

5. The combination, with a railroad engine or tender and a series of shoes adapted to fall under the Wheels ofa train, ot'an alarm-gong to be connected with chains that pass beneath the cars and control said shoes in such manner that should the couplings be broken at any point of the train the alarm Will be sounded at the same time that strain is brought upon the chains and the shoes are dropped under the wheels, substantially as described, for the purpose specified. 1

6. The combination, with a railroad-ear, of brake-shoes adapted to fall under the wheels, chains for operating said brakes arranged beneath the car, and tubular sheaths permanently secured on each side of the center of the framing thereof to hold the chains in proper position and protect them, substantially as described.

7. The tubular chain-sheathssecured to the car-frame on each side of the axial line thereof and slotted longitudinally, in combination with shoe sustaining latches and springcatches secured to a car-frame out of line of said tubular sheaths, substantially as and for the purpose described.

8. The combination, with a chain or chains operating upon shoe-sustaining spring-catches, ot' a rod, I, a pawl, i, pivoted to the latter, a hammer, K, a slotted guide-Wale, and a gong, substantially as and for the purpose described.

CONSTANT GENTIL.

Witnesses:

MIcHAnL MI'JHLRATH, J. lVIAYER.

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