US278924A - Hannibal felt - Google Patents

Description

FELT.

WAGON BRAKE.

(No Model.)

Ptented June 5, 1888.

figg

UNITED STATES PATENT OFFICE.

HNNIBAL FELT, or HAMILTON, OHIO, assrenon oF ONE-HALF To HENRY P. lDEUSOHER, OF SAME PLACE.'

WAGON-BRAKE.

SPECIFICATION forming part of Letters Patent No, 278,924, dated June 5, 1853,

" Application tiled January '27, 1883. (No model.)

1b all whom, it may concern:

Be it known that l, HANNIBAL FELT, of Hamilton, Butler count-y, Ohio, have invented a new and useful Improvement in VagOIr Brakes, of which theiollowing is a specication. My invention relates to an improved construction of those wagon-brakes which operate automatically to cheek the vehicle on a descending grade, or whenever the team is sud- I O denly halted. For this purpose I employ, preferably, a forked lever, which embraces and is pivoted to the wagon-tongue near its front end, and whose upper portion occupies a staple on the neck-yoke. The forked extremities of this I5 lever are connected by rod with a crank at the. mid-length of a cross-shaft that is j Ournaled a little in front of and above the rear axle. Cranks on the ends of this shaft engage in slots in the rear extremity of a swinging frame 2o which is suspended from a transom upon the hounds or reaches within the circuit ofthe wheel-tire. The front portion of this frame constitutes the brake-bar which carries the shoes or rubbers.

The construction of the device such as to be effective in sudden stopping of the team and in going downhill, and to be inert or brakefree both in forward travel and in the act of backing.

In the accompanying drawings, Figures l. and 2 are side elevations of a wagon (which may be of any customary or suitable construction) provided with my improved brake device, Fig. 1 representing the vehicle in its normal condition, and Fig. with the brake in contact with the wheels. Figs. 3 and 4 rep` resent, respectively, the brake mechanism proper, and the forked lever and neck-yoke as they appear when the brake is in action.

O 4 front wheels, of any wagon.

C Inay represent customary reaches or hounds, whereby the rear axle, D, is coupled to the bolster E upon the frontaxle, F, to which the wagon-tongue G is secured in the repre sented or any customary manner.

H may represent the usual jointed and-adjustable brake-rod.

v I is atransoin, which is fastened athwartthe 5o reaches about half the radius of the wheel in front of the rear anle.

A may represent the rear wheels, and Bthe Flexibly attached to the ends of transom l, and depending therefrom, are links J, whose lower ends are pivoted to a swinging frame, K, the front. port-ion of which constit-utes the brakebar L, which bears at its extremities the shoes or rubbers M. t

The arrangement of the parts is such thatthe instant it is left at liberty the brake nieehanism, by virtue of its simple gravity, recovers 6o the normal position shown in Fig. l, in which the suspending links J hang perpendicular, and the brake-bar end of the frame K droops forward with its rubbers M out of contact with the wheels The rear ends ofthe two sides of the suspended frame K have curved slots k, which are Occupied by cranks a at the extremities of a shaft, N, which is journaled at-hwart the reaches a little in front of and above the rear aile, and which has at mid 7o length a crank, a', that points in the opposite direction tothe cranks a, and thatconnects by customary brake-rod, H, with the forked lower eXt-remitiesof a lever, l?, which is pivoted to the tongue, near the front end thereof, 7 5 and whose upper portion engages in a staple,

Q, on the rear edge of the neck-yoke R, from whose lower side depends a ring or loop, S, which slides freely along the tongue. rEhe staple Q is made wide in the longitudinal di- So reetion of theneck-yoke to permit of the play incident to turning to the right or left without interruption of t-he. lever action upon the brake.

The operation ot' thedeviee is as follows: S5 Y Wvhen the tea-m is dragging the wagon after it,

as occurs on all level or ascending roads and on slight declivities, the forward draft of the neck-yoke moves the lever into the position shown in Fig. 1, so as to slacken the brake-rod 9o H, and topermit the parts to sink to and to retain their normal p osition," with the susp enders J hanging perpendicularly and the rub bers out of contact with the wheels, as shown in` Fig. l. If, now, the wagon crowd upon 9 5 the team, either by the sudden halting of the latter or by reason of the vehicle descending a steep declivity, the neck-yoke instantly shifts the lever P to the position shown in Figs. 2 and 3, and, drawing forward the rod H, causes Ioo the cranks n to traverse the slot k, and finally to bring all the parts to the positions shown in Figs. 2, 3, and 1, iii which the very effort of the rear wheels to rotate operates to increase the brake-pressure, because it tends to shorten the distance between the wheel center and the point of impact ofthe rubber. In the operation ofbaeking, on the contra-ry, although the parts are brought to the positions shown in -Figs. 2, 3, and 4, the wheels rotation is not opposed, because it is in the direction (see dotted arrow in Fig. 2) that operates to lift, rather than to depress the rubbers, and thus by increas-A ing their distance from the wheel-eenters to relieve their pressure. The brakestress, being thrown upon points ot' support at portions of the hounds or` reaches in olose proximity to the rear axle, is firmly sustained.

I claim as new and of my invention- The combination, with the means, substantially as set forth, for transmitting motion from lthe neck-yoke, of the swinging frame K, flexi- HANNIBAL FELT.

Attest:

E. J. HARDEN, W. L. GILBERT.

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