US273053A - foakes - Google Patents

Description

(No Model.) 5 Sheets-Sheet 2. RFOAKBS.

'GAR BRAKE.

`1\To.:273,053.- Patented Fe.b.27,1883.

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BJOAKBS.

GAB. BRAKE.

Patented Feb.2'7, 1883.

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UNITED STATES PATENT OEEicE.

EDWARD FOAKES, OF GARDIFF, ENGLAND, ASSIGNOR 'IO GEORGE HOPKINS, OF SAME PLACE.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 273,053, dated February 27, 1883.

Application filed January 18, 1883. (Nn model.) Patented in England June 16, 1882, No. 2,846.

To all whom 'it may concern: Y

Be it known that I, EDWARD FoAKEs, of Cardiff, Wales, have invented new and useful Improvements in Railway-Brake Apparatus, (for which I have' obtained a patent in Great Britain, No. 2,846, bearing date the 16th day of June, 1882,) of which the following is a specification, reference being had to the accompanying drawings.

My invention relates to brakes, and is designed to provide railway-trains with apparatus which .may be cheaply and conveniently applied to the same, and will act very efficiently as a continuous automatic brake, and may also be conveniently arranged to serve as a handbrake.

The said invention comprises the combination, with the brake shoes orl blocks, of toggie-joints, and a crank or lever mounted on a short shaft or axle, and operated by or through the medium ot' a sliding rod or bar which projects through the frame of the vehicle into the proper position to be moved by the adjacent vehicle it' the speed of the train is checked by the engine-driver, or in the event of the separation of the train or the derailmcnt of any of the Vehicles thereof.

The said invention is exemplified in the accompanying drawings under various forms or modications, which I will now proceed to dcscribe. m

Figure l is a plan of a portion ofthe frame of a railway wagon or truck fitted with my improved apparatus. Fig. 2 is a sectional side elevation of the said wagon and apparatus. Fig. 3 is a transverse section on the line an w, Fig. 1. Figs. 4 and 5 show in plan and side elevation details of the said apparatus slightly modified in construction. Fig. 6 is a plan of the frameof a wagon provided with a modified form ot my said apparatus. Fig. 7 is a sectional side elevation. Fig. S is a partial sectional elevation of one end, and Fig. 9 is an elevation of the other end ofthe same.

Like letters indicate the saine parts throughout the drawings.

1n the wagon illustrated in Figs. 1,2, and 3 the shaft a, is supported in bearings in the brackets b, attached to the frame of the vehicle. The

said shaft has iixed on it the arms a. These arms and the links a2 constitute the togglejoints, which are connected with the brakeshoes c.

bar e is connected. The bar e is provided with a spring,f, at the forward side of this arm d, arranged to bear against the fixedA collar e ot' the said bar and against the arm d to prevent the too sudden or rigid action ofthe apparatus inputting on the brakes. Anotherspring, g,is placed behind the said arm to facilitate or assist in taking ofi' the brakes. The said sliding bar e is supported and works in suitable guides formed in or attached to the frame of the vehicle. The forward end of the said sliding bar which projects through the frame, as aforesaid, is in some cases jointed, so that it may be raised to release the said bar, and thereby take ofi` the brake; and I provide a chain or other means which will allow this jointed piece to be actuated or adjusted by a person at the side of the vehicle, so that the danger of entering the space between the carriages ot' a train will be obviated. I prefer, however, to adopt thearrangements shown in thedrawings.

In Figs. 1 and 2, h is an arm, which is pivoted at It and extends through a transverse aperture in the buffer to the end of the bar e, with which it is in contact orto which it is connected in any suitable manner. The said arm h has on it a piece, h2, which projects through a hole in the front of the buffer, and has a head or flange, hir', properly arranged to be acted on by the buii'er of' the adjacent vehicle when the speed of the latter is checked. rIhe pivot-pin at h, is removable, and may have a chain or cord attached to it and so arranged that the said pin may be removed from its socket by the guard or driver to release or take of' the brakes.

By a modification ot' my invention I provide means whereby, in case of the disconnection ot' any vehicle fitted with my brake from the after part ot' a train, lthe brakes will be put ou by the pulling backward of the crank or lever d. For this purpose I connect a rod, t', to the end ot' the bar e, and I extend the .said rod through the rear end of the frame of the vehicle and provide the same with a chain, i', to

The said shaftalso has tlxed on it the lever or arm d, to which the sliding or push connect with the adjacent vehicle. On this rod is iixed a collar, t2, so arranged, in combination with the catch or pawl 3, that when the rod i is pulled out endwise this pawl will drop behind the collar, and -thereby hold the brake-blocks iirmly against the wheels. To prevent the rod t' from being pushed outward by the bar e, I connect it therewith by means of the swivel it, in one end of which the bar e is free to slide.

In Figs. and 5 I have shown a modification of the above-described apparatus in which I connect the push bar or rode with a lever, 7c', on a rocking shaft, lr, supported in suitable bearings near the end of the vehicle. The

bent arm Z, whichnis connected to another lever, Y'

riages or wagons provided with the usual handbrakes, and the ordinary lever and shaft of such brakes may be retained, if desired. I prefer in this case, when a long lever is used, to tit the said lever loosely on its shaft or spindle, in combination with a dog or tappet on an arm fixed thereon, so that the said lever may be used to adjust the brakes independently of the aforesaid apparatus. This lever is marked on in Figs. l and 3. In vehicles where a screw is used I provide a socket in the screw-shaft with a long slot throughY which passes a key, so that the brake may be applied by my arrangement without lifting the old brake-wheel.

In Figs. G, 7, 8, and 9 I have shown my invention applied to a wagon in such a manner that the brakes may be put ou by either pushing or pulling the longitudinal rods or bars c. A rock-shaft, k, is provided at each end of the vehicle. These shafts are fitted to turn in suitable bearings, and each shaft L has on it two levers, s k2, as above described. The lever k2 has connected with it a bent rod or arm, l, which extends to the outside of the face of the buffer, or into any other suitable position. The levers 7c are connected with the draw-bars e. These draw-bars are supported at theirinner ends in snitablebearings or brackets, lt will be seen that these ends of the said drawbars are arranged parallel to each other immediately over the brake-lever d, and are formed with long slots or apertures, wherein are tted the rollers e2. From the bracket n, which is secured to the frame or to the bottom of the wagon, a chain, o, is suspended, and extends down between the rollers or pulleys ein the said draw-bar ends. Below the said pulleys the chain is connected by a spring,f, with the end of the brake-lever d. This lever is free to turn loosely or independently on its shaft a, except when engaged by a sliding clutch-jaw,

p, which is arranged in combination with a clutch-jaw in the boss of the said lever.

k3 is a rod extending through the framing, and provided with an arm, kit, engaging with the sliding clutch-jaw p. The ends 104 of the said rod are arranged, as shown in Fig. 6, so that the said clutch can be operated or adjusted from either side of the wagon. When these clutch-jaws are disengaged from or out of gear With each other the movement of the lever d on its axis will have no effect on the brakes; but when the said sliding clutch-jaw is caused to engage with thejaw on the lever d the latter andthe shaft a move together, and the said shaft, through the medium of the toggle-joints a a2, will operate the brakes. The result of the peculiar arrangement of the chain o, in combination with the draw-bars c and brake-lever d, is that when either of the said draw-bars moves longitudinally in either direction out 0r away from the position shown in Fig. 7 the chain o will raise thelever al and put on the brakes. rIlhe pulleys or rollers c2 are not essential; but they facilitate the working of the chain.

It will be obvious from the above description that when the distance between the said wagon and the adjacent one at either end is diminished the bent arm or rod l at that end will be acted on by the buffer or frame of the adjacent vehicle, and the bar c will be forced inward; and I provid-e for these rods being pulled outward (in the event of a separation of tlieparts of the train) by connecting a light chain, r, to the bent rod or arm l, which chain is to be also attached to the adjacent vehicle; and I arrange a small catch or pawl, s, in combination with the rod Z, so that when the latter is drawn outward the said pawl will drop into the notch or recess l in the rod. Thelatter will then be held fast, and the chain r, being the weakest part, will break when the vehicles separate.

It' it is desired that my invention should be applied as a continuous brake to a train, so that it can be adjusted by the engine driver or guard, I arrange a small lever ou the clutchrod, and provide a cord or chain extending therefrom along the train to the engine or guards van. VBy pulling the cord or chain in one direction the two parts of the clutch will be caused to engage with each other, and by pulling it in the otherdirection the disengagement of the parts of the clutch will be eected.

My invention affords the means for making each vehicle complete in itself, so that it can be advantageously used in a train with other IOO vehicles furnished with any description of the engine driver or guard, and when not continuous, the brake ot' each separate vehicle can be thrown in or out of gear from either l provided with a projecting piece, h2, substan- 3o side of the train thus avoiding the danger incurred by standing between the vehicles, which it is necessary to do with other automatic or continuous brakes.

With my brake it is only necessary to produce resistance in front to cause the brakes to act. Thereore if the driver checks or stops the train, or if the engine or any wagon leaves the rails, the increased resistance at once puts the brakes hard on, whereas other brakes, when a vehicle leaves the rails, (unless the train is separated,) will not apply themselves. Moreover, in Vthe event of abreakdownor separation of the train, my brake is pulled hard on, and the danger of collision is avoided.

, One very important object of my invention is to furnish a good and reliablebrake forgoods and mineral traflc.

Vh at I claim is- 1. The combination, with the said brake apparatus a', ft2, and c,of the lever or arm d, fixed on the shaft a, the sliding or push bare, the springsfg, and the pivoted arin h, all arranged and adapted to be operated substantially as described, for the purpose specified.

tially as and for the purpose specified.

3. The rod z', provided with a chain, i', to connect with the adjacent vehicle, and having fixed on it a collar, i2, adapted to be engaged by the pawl i3 when the rod fi is pulled outward, substantially as and for the purpose specified.

4. The combination of the lever or arm d, mounted loosely on the shaft a, withthe clutch and means for operating the same either from the side of the vehicle or from the engine or on the shaft a, the spring f, and chain o,

the bar or bars e, provided with rollers or pulleys e2, the shaft k, the levers or arms k k2,

. and the bent rod or arm l, with or Without the chains il at one or both ends of the vehicle, all arranged and adapted to operate substantially as described, for the purpose specified.

` EDWARD FOAKES. Witnesses:

H. HEARD,

Solicitor, Oa'dz'j". P. ROBERTS, r

Clerk to Mr. Heard.

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