US240370A

US240370A - Car-brake

Info

Publication number: US240370A
Authority: US
Publication date: 1881-04-19
Anticipated expiration: 1898-04-19

Description

(No Model.) 2 Sheets-Sheet 1.

W. H. BOMGARDNER 8a EKERNS.

Oar Brake.

No. 240,310. Patented Apri|,19,188|.

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N. PETERSY PHOTO-UTHDGRAPHER. wAsMmGToN. C.

(N6 Model.) zsneeps-sheetz. W. H. BOMGARDNER & H. KE'RNS.

Car Brake.

No. 240,370. Patented 'April 19, 188i.

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N-PETERS PHOTOMTHQGRAPNER. WASHINGTON D c UNITED STATES PATENT OEETCE.

WILLIAM H. BOMGARDNER AND HENRY KERNS, OF OMAHA, NEBRASKA.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 240,370, dated Apri1S19, 1881.

Application tiled October 19, 1880.

To cH whom it may concern:

Be it known that we, WILLIAM H. BOM- GARDNER and HENRY KERNs, of Omaha, in the county of Douglas and State of Nebraska, have invented a new and Improved Car-Brake,

y of which the following is a specification.

This invention relates to the automatic braking of railroad-cars in cases where they receive shocks from either end of the train.

The object of our invention is to provide a system of car-braking by which the brakes are set instantaneously by diminishing the speed of the engine, and by which they can be released by increasing the speed of the engine, the object being further to set the brakes automatically whenever the moving or standing train receives a shock from either end, said system being so arranged as not to interfere with hand-braking as commonly applied.

Figure 1 is a side elevation of a car-truck with lower part of car, showing the improved brake device applied. Fig. 2 is a plan of the reverse of the car-bottom with improved device applied. Fig. 3 is end view ofthe same. Fig. 4 is a side elevation of the cam-lever. Fig. 5 is a plan of the saine. Fig. 6 is a side elevation, showing the lug and draw-head. Fig. 7 is a plan of the reverse of the same.

Similar letters of reference indicate corresponding parts.

In the accompanying drawings, A represents the spring-actuated draw-head, on which is fastened or formed a lug, B. A cam-lever, G, is loosely pivoted on a b olt, D, which is screwed up into the frame A' of the car, so that the larger and rounded end of said cam-1ever C bears against said lug B. The lower end of the pivot-bolt D is securely held by a brace, E, which is fastened, by means of suitable bolts or screws, to a'timber of the car A'.- The lever C is provided with adjustingholes a a for the reception of an end of the chain F, as shown, the other end of which chain F is made fast to the brake-rod G, Ywhich is held to the frame A' of the car .by suitable straps b b.

G' represents the brake-wheel, of ordinary construction. Y

The connecting-rod H connects at one of the holes a with the cam-lever C, and at the other end with an end of the lever I at the rear end (No model.)

of the car. Said lever I is held to the rear brake-beam, K, by forked rod and nut L. To

the opposite end of the lever I is connected one'end of the connecting-rod H', whose forward extremity is connected with the front brake-beam, K', by forked rod and nut L'.

M M represent the brake-shoes on the ends of the respective brake-beams K K'. The brake-beams K K' are held suspended from the frame A' by hangers and stra-ps N N, as shown.

A lever, O, is fulcrumed in the forked end of a rod, O', that is screwed up into the carframe A', and the forked end of said lever O embraces the pivotbolt D, and, pressing up against the cam-lever C, holds the latter up in postion for action, while the other end of said lever 0 is secured in the forked lower end of the rod P, that is extended upward and is secured to the frame A' by a suitable band, c. This rod P is provided vwith a forward projection, termed a keeper,"P', and also with a handle, P2; and secured to the frame A', in rear of and bearing against said rod P, is a spring, Q, that holds said rod P out against the front of the band c.

When retrograde movementis applied to the draw-head A, when the engineer reverses the motion of or slackens the speed of the engine, or in case of a collision in the front or rear of the train, the lug B presses against the free end of the cam-lever C, which turns on the pivot-rod D, which cam -lever G is moved through the means of the connecting-rods H H', lever I, and brake-beams K K', to set the brake-shoes MM firmly against the car-wheels S S, with a force corresponding with the force applied to said draw-head A. As soon as the pressure one the draw-head A is relieved, which occurs when the retrograde movement ceases, the brake-shoes MM willfalloifrom the wheels S S, being actuated thereto by the action of the resistance of the spring Q. This move.

ment will permit the keeper P' to pass between the car-frame A' and the holding-band c. The

operator will then lift the rod P, so that the lower end of the keeper P will be above the band c, when he will release said rod P, which will be forced forward by the spring` Q, so that the lower end of said keeper P' will rest on the band c and hold said rod P up. This Inovement ofthe rod P will depress the inner and forked end of the lever O to the brace E, and the cam-lever C will then drop, by its own weight, below7 the lower edge ofthe lng B, and so disconnect the automatic brake device from the draw-head A. VIf it is desired to again connect the improved bra-ke device with the draw-head A, the movement of the rod P is reversed.

The parts indicated by theletters F G G/ H H I K K L L M N constitute the ordinary brake device, and can be readily operated Whether the cam-lever C be connected or disconnected with the draw-head A.

WILLIAM HAMILTON BOMGARDNER. HENRY KERNS.

\Vi tnesses:

E. D. SPEARS, J. J. KENNEDY.