US278833A - turner - Google Patents

Description

(No Model.) 2 Sheets-Sheet l.

W. B. TURNER.

- OAR BRAKE. No, 278,883. Patented June 5,1883.

WITNESSES: INVENTOR ATTORNEY N. FEYERS. Pmmuhagnmm Wmi s w Dic.

(N0 Mbdel.) r 2 SheetsSheet 2. W. B. TURNER.

GAR BRAKE.

INVENTOR M JMJ W Patented Jqne 5,1883.

L .1 UNI :HHHW.. JI W k W n l Iw N R M. O@ WW m 6?. HH MY m: Jm M. w W 0d ATTORNEY UNITED STATEs PATENT OFFICE. I

XVILLIAM B. TURNER, OF NEW YORK, N. Y. ASSIGN OR- OF ONE-HALF TO CORNELIUS BEARD, OF SAME PLACE.

C'AR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 278,833, dated June 5, 1883.

Application filed November 15. 1882.

To all whom it may concern:

Be it known that I, \VILLIAM B. TURNER, a citizen of the United States of North America, and a resident of the city, county, and State of New York, have invented a new and useful Improvement in Momentum Car-Brakes, of which the following is a specification.

This invention is designed as an improvement on the ear-brake for which I filed an application for a United States patent on or about the 28th of June, 1882, Serial No. 65,421; and it relates to mechanism adapted to effect the application of a car-brake by means of the motion of the draw-bar or its equivalent; and its object is to provide a double-acting brake that will operate with the cars running in either direction and at any rate of speed, and by the extension as well as the compression of the draw-bar, the application of the brake being effected, however, only when the car is in motion; hence it will be seen that thebrakes action is governed by motion, without regard to the direction of the motion.

A further object of the invention is to simplify the mechanism, whereby the inertia of a movingcar or train of cars may be used for the purpose of stopping the car or train.

The invention consists of a double-acting draw -bar brake having a rocking fulcrum, which admits of the application of the brake when the car is in motion, and prevents the application thereof when the car is motionless; and it consists, also, of novel mechanical devices and combinations of devices for effecting the objects in view.

Reference is to be had to the accompanying drawings, forming part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is a plan of one end of a car with parts removed, showing my improved brake mechanism in position. Fig. 2 is a vertical longitudinal section of the same on line :0 r, Fig. 1, showing the operating-lever and its connections. Fig. 3 is a front elevation of the disengagement-lever and its immediate con nections. Fig. 4 is a front elevation of the bell-crank lever and its immediate connections. Fig. 5 is aplan of the chain-carrier guide and (No model.)

chain-carrier in position. Fig. 6 is an end elevation of the same.

Secured on the inner end of the draw-bar A, or, in this instance, onthe inner end of its connected pitman A, is the transverse motor-1e ver B, one end of which is pivoted at a to the under side of one of the floor-timbers of theear, while the other end extends across beneath the next timber, and is free to move within the guide A that is also secured on the car-frame, and said free end of the lever B is the free end of the motor lever B is designed to engage. This guide or guide-block C is suspended in place by links (I d, that depend.

from the bell-cranks G which are pivoted 011 the face of a timber of the car, and may be vertically moved thereby, and it is held down in'or restored to its normal position at any time by a spiral spring, (1.

A tie-rod or pitman, D, connects the upper ends of the bell-cranks Cjand, extending rearward, is connected by a rigidly-fixed link, D,

and horizontal rod D with a rock shaft, E, on the extreme end of which is a vertical forked orslotted lever, E

The disengagementlever E is constructed preferably ofametal bar, with its ends bent upward parallel with each other, so as to form a fulcrum or bar, f, at the lower end, and connected'at the upper end by a bar or pin, f asshown in Fig. 3. This lever E has pivoted on one side, near its lower end, a sheave, f that,being held between guidesf, serves as the movable fulcrum for said lever. The bar or pin f of this lever E is engaged in the fork of the lever E so that motion can be transmitted from the one lever to the other, the fork in said lever E permitting it to move vertically with the up anddown movement of the carframe without disengagement from or interference with the action of the lever E.

Pivoted by its upper end on a plate, F, is a segmental hanger, F, to the lower corner of which is pivoted the rocking fulcrum G, whose forward convex end is normally held nearly in contact with the collar 9 on the axle H, and whose rear convex end is normally nearly in contact with the bar f of the disengagementlever E. I

A spiral spring, 71, extending downward from the pivoting-point of the hanger F to the rocking fulcrum G, is designed to restore the latter to its normal position after being displaced therefrom, and the movable slotted head 17 of the said fulcrum G has a spiral spring, 7;, be hind it on the prolongation of said fulcrum, that is designed to hold said head i normally nearly in contact with the axle-collar g, and to afford a yielding resistance that shall make the action of said fulcrum less instantaneous in operation when the brakesare applied. The ends of this fulcrum G are preferably made convex, to facilitate its ready disengagement from axle and disengaging-fulcruni when desired.

A spring, I, secured on the plate F, presses against the forward edge of the hanger,F to hold or restore it at any time to its normal position, as shown in Fig. 2.

A bell-crank lever, I, split at its upper and lower ends, as shown in Fig. 1L, and having a sheave, m, in its lower end, is pivoted atits elbow on the plate F in such a position that the sheave mis in contact with the rear c011- cave edge of the hanger 1*, while the higher end of said lever I has passed through it transversely a baror pin, a, that engages in the fork or slot of a lever, K, which is fixed on one end of a rocking shaft, 0, on whose opposite end is secured a crank-lever, L. A link, H, connects the bell-crank lever I with the disengagement-lever E at about their centers. A chain, N, made fast to the front of the chaincarrier C, is led forward and secured tothe end of a brake-lever, O, and a chain, X, extends from the forward end of said chain-carrier C, and, turning around a sheave, p, is led back and connected with the rocking cranklever L. A chain, P, connected with the rear of the chain-carrier 0, runs directly to the end of the crank-lever L, and is attached thereto, and a chain, P, connected to the rear of the said chain-carrier, is led rearward around a sheave, q, and then to the end of the brake-lever O, to which it is connected. In this manner is formed a combination of mechanisms which, if the chain-carrier be moved forward or rearward, will pull toward each other the upper ends of the brake-lever O and the bell-crank lever I, whereby the latter is operated to move the hanger F, so that the head of the rocking fulcrum G shall be brought against the collar g on the axle H, and at the same time the brake beams O 0 shall be moved to apply the brake-shoes O to the wheels.

The brake-levers O O are connected with each other at their lower ends by a chain, P and the rear lever, O, has its upper end connected with a brakcstaff, Q, bya chain, 1?, said staff Q serving as a fulcrum for said lever, and also for the purpose of taking up the slack of the chain P when desirable. Vhen said levers O I are thus moved by the compressure of the lever B back against the chaincarrier tooth I), the resulting movement of the chain-carrier C will cause the lever O to apply the brakes, and at the same time will cause the lever I to so move and operate that the forward end of the rocking fulcrum G shall come in contact with the collar on the car'axle H, and will cause the lower end ofthe disengagementlever 1] to be pulled or movedtorward, and if the ear-axle be motionless the forward end of the fulcrum G, coming in contact therewith, or with the collar thereon, will prevent the further forward movement of the lower end of said lever E, but the upper end of said lever B will. be pulled forward, and through its co unections will raise up the chain-carrier guide (3 and permit the motor-lever B to pass, and thus (lisengage the mechanism that causes the application of the brakes; or, to make it more clear, when the draw-bar is compressed, the free end of the motor-leverB is forced against the tooth I) of the chaiircarrier C, and the latter, being thereby pushed rearward, will draw on the chains N P, and thus draw the brake-lever 0 rearward and apply the brakes. At the same time the rearward movement of the chain-carrier C, operating through the chains N P, will draw the crank-lever-L forward with the effect of its operating, through the rocking shaft 0, to turn forward the lever K, which in turn operates 011 the pin n of the bell-crank lever I, to incline the latter so that its sheave-m shall move downward along the concave edge of the hanger F, and thereby force the forward end or head of the fulcrum G in contact with the axle-collar g. At the same time the moving bell-crank lever I, operating through the link M, pulls forward the lower end of the disengagement-lever E the car-axle be motionless the fulcrum G will prevent the further forward movement of the lower end of said lever E, when the upper end of said lever will be pulled forward by the link M, with the effect of moving the lower end of the lever E forward, whereby the rock-shaft E is turned, with the effect of forcing the tie-rod D forward, whereby the bell-cranks C" are made to operate to raise up the chain-carrier guide C, and thus elevate the chainearrier G and permit the motor-lever B to pass the tooth I), and thereby disengage, as before pointed out, the mechanism which causes the application of the brakes. Then the spring (1 operates to return the chaiircarrier guide and chain-can rier down to their normal positions, with the end of the motor-lever B against the rear face of the tooth b. l \'ow, if the draw-barA be pulled out, the parts will act or operate in the same manner as just set forth, as the result of the compression of the draw-bar, all this bepression of the draw-bar and the consequent IIO against the rear end of the fulcrum G, and if ing predicated upon the supposition that the car is motionless but if the car be in motion and the rocking fulcrum G is brought in contact with the collar on the ear-axle, as above explained, the rotation of said axle will raise or lower (as the case may be) the inner end of said fulcrum G out of the way above or below the fulcrum f of the disengagement-lever E, which will then be at liberty to swing toward said axle, and the upper end of said lever E remaining stationary because its lower end has no fulcrum to act upon, the brakes will be applied, and so remain until the car is stopped or the draw-bar is pulled out. If the car is stopped with the brakes applied and it is desired to back the car, it will be necessary to pull the draw-bar out, which action will,

release the brake and permit the'rocking fu1 crum G to be brought to its normal position by the action of the spring 71, whereby the application of the brake will be prevented if the car is backed. I

This improved device can be made to operate as a single-acting brake only, and by the compression of the draw-bar by beveling off the rear face of the chain-carrier tooth I2. I11 such case the extension of the draw'bar would draw the motor-lever B under and past the tooth I) without moving the chain-carrier and its attachments.

This device, though in effect operating in the same manner as that first herein referred to, (for which a patent was allowed to me on or about October 5, 1882,) is more simple in many of its parts and less liable to get out of order, and can be constructed at considerably less cost.

Having thus described my invention, I claim as new and desire to secure by Letters Patent- 1. In a momentum car-brake, the combina tion, with a disengagement -lever adapted,

mechanism to be inoperative, of a rocking or movable fulcrum pivoted between the said le-' ver and the car-axle, substantially as herein shown and described, said fulcrum serving at times as a fulcrum for said lever, and adapted to be moved and rendered inoperative as a ful crum by the motion of the ear-axle, and being normally held nearly in contact with said axle and lever, as set forth.

2. In a momentum car-brake, as a means for transmitting the motion of a car-axle to the brake mechanism, a rocking fulcrum provided with a convex-tipped and movable head, substantially as herein shown and described.

3. In a momentum car-brake, the combination, with the draw-bar, of the transverse lever B, toothed chain-carrier C,.chain-carrier guide 0, bell-cranks C tie-rod D, rock-shaft E, lever-E disengagement-lever E, hanger E, rocking fulcrum G, bell-crank lever I, lever K, and their connected and connecting mech anisms, all arranged and operating substan tially as herein shown and described.

4. In a momentum car-brake of the character herein specified, the combination, with the rocking fulcrum G and concave-edged hanger F, of the bell-crank lever I, provided with sheave m, and their connections, substantially 70 as herein shown and described, whereby said fulcrum may be forced in contact with .the caraxle, as set forth.

.' through its connections, to cause the brake In testimony that I claim the foregoing as I my inventionl have signed my name, in presence of two witnesses, this 13th day of November, 1882.

WILLIAM B. TURNER.

Vitnesses JACOB J. S'roBEB, ALBERT P. Monmn'rv.

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