US278834A - turner - Google Patents

Description

(No Model.) 3 Sheets-Sheet l.

y W. B. TURNER.

AUTOMATIC GAR BRAKE.

No. 278,834. @tenga June 5,1883.

WITNESSES: INV NTOR ATTORNEY (No Model.)- 3 Sheets-#Sheet 2. W. B. TURNER.

AUTOMATIC GAR BRAKE.

mw BY, JMJ m Patented June 5,1883.

WITNESSES;

ATTORNEY (No Model.) l Y 3 sheens-V-shee 3. k W. B. TURNER.

AUTOMATIC GAB. BRAKE.

Patented June 5, 18.83.

NVEf MJ :ZM

ATTORNEY WITNESSES N. Pneus. mumognpher. vlamingen. u. c.

NITED STATES ATENT Fries.

VILLIA B. TURNER, OF NEV `YORK, N. Y., ASSIGNOR OF ONE-HALF TO DB. CORNELIUS BEARD, OF SAME PLACE.

AUTOMATIC CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 278,834, dated June 5, 1883.

' Application filed February 1893. (No model.)

TQ @ZZ whom, it 11u/.y concer/L: To an eyebolt, j', secured to the rear end ot' Be it known that I, W'ILLIAM B. TURNER, the clevis E, is attached the draw-bar pit-man a citizen ofthe United States ofNorth Amer- F, whose forked rear end is designed to4 enica, and a resident of the city, county, and gage over the head of the operating-lever G, 55 5 State of New York, have invented a new and said pitman being restricted in lateral move- Auseful Improvement in Automatic-Monientum vment by a yoke, g, that rises from thev frame Car-Brakes, ot' which the following is a speci- H, which supports the operating-levertulcrum tication. and is bolted to the ear-body timbers l I, as

The object of this invention is to provide an shown in Fig. 5. This pitman F is composed 6o Io'improvenient on the automatic car-brake for `of two sections, one telescoping within the construction, and arrangement of parts herewhich similar letters of reference indicate corsectional side elevation of my improved atpositions of the draw-bar pitinanand oper- 4o In the drawings, A represents a car-frame;

5o d, passing throughl the draw-bar shank at the which I tiled an application foraPatent of the other. The rear section, having the forked United States December l5, 1882, Serial No. l end designed for engaging the operating-le- T9,374. l ver G, is tubular, with opposite slots, j" f', in

The invention consists in the combination, l its sides, and containsa spiralespring, f2, while 6 5 i the front section, that is connected with the linat'termore fully described, and then pointed clevis E, is a solid bar or rod, which is entered out in the claims. into the rear section to bear upon the spring VReference is to be had to the accompanying fl, and is held in place by a pin, f2", passing drawings, forming part of this specificatiomin laterally through it and extending into the i slots j" j". lt will be seen that if excessive responding parts in all the figures. y force be applied in compressing the draw-bar Figure l is a partly sectional side elevation the spring f2 will yield and prevent the injuoi' a portion of a careframe with' my improved rions transmission of said force to the other brake applied. Fig. 2 is a plan view of the lparts of the brake mechanism. In the exten- 7 5 5 same, partly broken away to show that porsion ofthe draw-bar the pin f of the front see- .tion of the mechanism below the line :v w in i tion of the pitman F engages with the forward Fig. l. Fig. 3 is an enlarged partly sectional end of the slots f f, and on the compression side elevation, showing my improved axle, i ofthe draw-bar the spring f transmits the mo` collar, and dog. Fig. i is an enlarged partly tion ofthe forward pitinan-section to the rear Se section thereof, the slots f f allowing for these tachment for applying the brakes to the rear movements of the forward pitman-section. portion of a train in the event of its breaking Projecting laterally from the lever G are loose from the forward portion. Fig. 5 is an pins or stops h 71, on whiehthe rear ends of enlarged rear elevation, showing the relative the cam-rods K K are designed to rest, and on 8 5 the rear ends of rods K Kl the rear end of the pitnian F rests, excepting when it is disengaged from the operating-lever G.

Between the plates of the frame H, which is ating-lever when engaged with each other. Fig. 6 is a sectional plan view of the drawbar pitman. Fig. 7 is a side elevation of cam-rods connected with the operating-lever. secured to the timbers of the car-body, is se- 9o cured the fixed fulcruni L of the operating-lever G. The lower end ofthe operatinglever G is pivot'ed to a horizontal pitman, M, whose eyed forward end encircles the shat`t` .\l of the friction-pulley N, which pulley N is designed,

B B', the front and rear axles; and C C', the .front and rear wheels, respectively, of a carvtruck.

.On the draw-bar D are springplates a af,

the axle collar or pulley B". One end of the shaft N is journaled in a slot, 7c, of the frame NI on the car-truck, so as to havefreedom of niotion toward and from the 'car-axle B. On 10o said axle B is rigidly fixed a collar or frictiona spiral spring, b. A p

'Fixed upon the draw-bar shank is a clevis, Y E, embracing the plates a c, and held in place by draw-bar shoulder c at one end, and by pin 45 between which, about the draw-bar shank, is when required, to be forced into contact with other end. pulley, B2, in the periphery of which, near one Y wissel;

end thereof, is formed a socket, Z, as shown in Fig. 3. More than one socket! may be formed therein wit-hout departing from my invention.

Pivoted at its lower end on one of the plates ofthe frame N2 is the rocking or adjusting lever O, to which is pivoted a dog, P, that is provided with two' teeth, m nf, respectively, and extends forward over the axle-collar B2 and rests thereon. To the upper end of this rocking or adjusting lever O are pivoted two cam-rods, K K, each provided with a cam or tooth, n, and extending rearward and rest-ing on the lateral stops or pins l1 /1 of the operating-lever G.

The brake-beams Q, and shoes Q. are of the ordinary kind, as are the brake-lever R, brakeeonnecting rod R', and brake-chain R2, the latter havingone end connected to the lever R and the other end to the frietion-pulley shalt X, said chain passing' over a sulilportingaoller, R3.

As shown in Fig. l, the brakes are in the disengaged position they would assume if the car were beingI pulled in the direction of the arrow and the draw-bar were extended. New, if the engineer wished to stop the train, he would slow the engine, with the effect of compressing `the draw-bar 1 This compression ofthe draw-bar D forces the pitman F, and consequently thehead of the operating-lever G, rearward, whereby, through the medium of the pitman M, the friction-pulleyNl is brought into contact with the axle-pulley B2, and the chain R2 at once begins to be wound upon the shaft N', with the effect of applying the brakes. The train being stopped, if now the engine is moved forward the consequent extension of the draw-bar operates to disengage the brakes by withdrawing the pit-man F from the top of the lever G, thereby permitting` the relaxation of the tension ofthe brake-beams, brake levers and chain, and rod, operating to withdraw the friction-pulley N from contact with the axle pulley B`, which pulley N is then free. to revolve in the direction opposite to that inwhich it was wound up, and disengage the brakes.

, (The pitman M may be pulled rearward bya spring for the purpose of withdrawing` the pul` ley N from contactwith the axle-pulley B2, as set forth in my previous application for patent above referred to.) Then, if the cai-is backed, the compression of the draw-bar, operating through the pitman F, presses the top of the operating-lever G rearward, which, through the pitman M, brings the friction-pulley N in contact with the axle-collar B". Then as the wheels begin to revolve backward, the chain R2 begins to be wound up; butin the continued revolution of the car-axle, and as soon as the socket l ofthe collar B2 comes opposite or beneath the dog-tooth m, the latter falls by the gravity ofthe said dog P andr engages in said socket Z, and the further revolution of the collar B2 consequently forces the hea-d ofthe rocking or adjusting lever O rearward, and, in consequence, the cani-rods K K are pushed rearward, so that their cams orteeth mzareforced up oveil and beyond'the pins or stops h h of the operating-lever G. In this rise over said stops z h the cams-rods K K elevate the rear end of the pitman F above thetop of the lever G, and the pitman F from the operating-lever G the compression of the draw-bar will consequently fail to operate for applying .the brakes, and the ear may be freely run backward. N ow, in order to bring the pitnian F into the positionv required for the application ofthe brakes, (foi-the fiatfened portion ofthe rear end of said pitman is now resting on the head of the operating-lever G,) the draw-bar D must be pulled out sufficiently to slightly compress the spring b, when the fork of said pitma-n falls over and re-engages with the said operating -lever head. If now it is desired to go ahead, the draw-bar is pulled out by the forward movement of the engine, and,

' as the axle B rotates forward the dow-tooth fm" falls and engages in the axle collar socket Zr, whereby theupper end of the rocking or adjusting lever O is dra-wn forward with the effeet of drawing the cam-rods K K forward, with their cams or teeth n u in front of the operating-pins h l1. The pitman being at this time dra-wn out by the action of the draw bar, it will be in a position to act upon the lever at the next backward movement of the draw-bar, and thus operate the brakes.

The attachment to the brake mechanism whereby the brakes may be automatically ap-- plied to the rear portion of a train that breaks loose from the forward portion or engine consists of a. pitman, S, having its forward end slotted, as shown at o, and embracing the fric-` tion pulley shaft N, and pivoted at its rear forked end to the lower end of a toggle or eecentric lever, T, forward ofthe center thereof, as shown at p. That part of the eccentric portion ofthe lever T which projects rearward is pivoted, as shown at q, between the lugs of a spring cover or case, U, which is held on the forward end of a spiral spring, Y. Said case U and spring V, both being held in a box, YV, that is open at front and top, and is formed in the frame NZ, form a spring or yielding fulcrum. The upper end ofthe lever T may be forked, as shown at s, with which it is designed to engage the rear extremity of a rod or chain, X, as shown in Fig. 1.

Vhen the cars to which this device is applied are uncoupled the rod or chain X is designed to be in the position shown in full lines, Fig. l, with the chain or rod ring f engaged over a hook, fu, fixed in a timber of a car, and when the cars are coupled the ring t is to be disengaged from the hook o and the ring u will be engaged over a hook (not shown) xed on a timber of the car next preceding, so that in a train each car will be connected with the other and with the engine by a chain or rod, X, which will hang slack between them when the train is in motion, and the toggle-lever attachment will be in the position shown in Fig. l, and in dotted lines, Fig. 4, in which position no pressure is exerted by said attachment being thus disengaged IOO IIO

upon the friction-pulley shaft N. Now, then, should a rear car break loose, t-here would in consequence be a pull on the chain or rod X sunicient to pull the head, of the toggle-lever T forward, as shown in full lines, Fig. 4, whereby the pitinan S is forced forward against the friction-pulley shaft N', with the effect of forcing the pulley N in contact with the axlecollar B2 and holding it there, for when thetogy gle-lever T is brought into this position,with the pivot p below the plane of the pivot q, as shown in Fig. 4, the device is locked fast, holding the pulleys N B2 in constant contact, so that continued revolution of the axle B in either direction will cause the shaft N to revolve and wind up the chain R2 and so apply the brakes. This auxiliary brake-applying device or attachment may be again rendered inoperative or set ready for action by simply pushing the head of the lever T back to its original "position by means of its attached rod or by other means.

It will be observed that as the fulcrum Hofy the operating-level.' G is secured to the carbody the relative positions ofthe said lever G l and the 'draw-bar D are always maintained, even when the car-body overruns the truck on application of the brakes.

Any novel feature shown herein, and not claimed, I reserve the right to make the subject of a separate application.

Having t-hus described my invention, I claim as new and desire to secure by Letters Patentl. In a car-brake, the combination, with the draw-bar and its spring-plates and the drawbar pit-man, of a clevis attachedto the pitman, substantially as herein shown and described, arranged on the draw-bar shank, and einbracing said draw-bar spring-plates, whereby said clevis is made operative on the pitman in both directions of the draw-bar motion, substantially as set forth.

2. In a car-brake, the combination, with a draw-bar, of a telescopic forked pitrnan constructed of two sections, one sliding within the other, one of said sections provided with a slotin which works a pin from the opposite section, and a spring contained within one of said sections and operating on the other, substantially as described.

3. In a car-brake, the combination of the' pivoted to the bend of said lever and itsfother end acting on the shaft of the frictionf-wheel,

and a connection constructed to bring onearin of the lever in line with the pitman and lock the friction-pulley in an operative position, substantially as described.

at. rlhe combination, with a friction carbrake apparatus, of a toggle-lever adapted to hold the friction device in contact when in one position, of a connection with said toggle-lever, having one end adapted to be secured to the next adjacent car and its other end to the lever, and arranged to retain its hold upon the lever when the friction device is inoperative, and to slip off when said friction device is brought into operation, substantially as dcscribed. f

, 7 The combination, with the collar B`, of

the friction-wheel N, pitman S, having one end connected directly to the axle of the friction-wheel and its other end connected to an elbow-lever, T, and a connection having one end loosely attached to the end of the lever T and adapted to slip therefrom when the position of said lever is changed, and its other end adapted to be engaged with the next car, substantially as described.

6. Ina momentum car-brake, the combination, with the car-axle, of a pulley or collar fixed thereon, having a peripheral socket and a dog for operating the brake-tripping device, provided with two teeth facing inopposite directions and adapted to engage with the opposite sides of said socket, substantially as described.

7. Ina car-brake, the combination ofthe operating-lever C, pitman F, operated by the draw-'ban the lever O, operated through suitable connections by the motion of the car-axle, and the cam-rod K connected to the lever O and operating directly uponthe pitman, substantially asA described.

8. In a car-brake, the combination, with th'e draw-bar pitinan, operating-lever, and axlecollar, of a rocking lever having a doublyy toothed dog and a cam-rod pivoted thereto for breaking connection between said pitman and operating-lever, as set forth.

In testimony that I claim the foregoing' as Ymy invention I have signed my name, in presence of two witnesses, this 2d day of February, 1883.

VILLIAIWI B. TURNER.

Iitnesses JACOB J. Sronnn, XVM. VAN Hooray.

IOO

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