US288461A - Teeeitoey - Google Patents

Description

- (N oModeL) 4 D. J. MAOPHERSON.

AUTOMATIC GAE BRAKE.

Patented: Nov. "13, 1883.

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Miran rrns N" E tries DAVID J. MAGPHERSON, OF SIOUX FALLS, DAKOTA TERRITORY, ASSIGNOR OF ONEHALF TO J. B. YOUNG, OF SAME PLACE.

AUTOMATIC CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 288,461, dated November 13, 1883.

Application filed August 6, ISFB. (No model.)

To all whom it 'may concern.-

Be it known that I, DAVID J. MAorHERsoN of Sioux Falls, in the county of Minnehaha and Territory of Dakota, have invented certain new and useful Improvements in Automatic Car-Brakes; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which itpertains to make and use it, reference being had to the accompanying drawings, which form part of this specification.

My invention relates to an improvement in automatic car-brakes, which is intended as an improvement upon Patent No. 241,510, issued *May 17, 1881; and it consists in the combination of a draw -head having a flange or shoulder formed upon its rear end, with one or more bars which are provided with shoulders orflanges to engage with the shoulder or flange upon the draw-head for the purpose of operating the brakes, whether the car is being pushed or drawn forward by the locomotive.

It further consists in the combination of the draw head provided with the shoulder or flange, one or more pivoted bars provided with a suitable shoulder to engage with the flange upon the draw-head, and suitable pivoted levers whichcatch under the same cross bar or pin for the purpose of keeping it raised up and the brakes out of contact with the wheels. It still further consists in the arrangement and combination of devices, which will be more 3 5 fully described hereinafter.

The object of my invention is to so construct the operating mechanism that is connected to the brake that it will operate, when desired, to stop the cars when they are being pushed 0 ahead of the engine as well as when they are being drawn after it.

Figure l is a perspective of one form of my invention. Fig. 2 is a perspective of a modification of the same. Figs. 3, at, 5, 6, 7, 8 are detail views, showing the different positions the pivoted bars assume while in use.

So far as the application of the brakes, sliding disk, the weights, and the levers [connected with the: disk are concerned, my invention does not differ from what is shown and described in the patent above referred to, and no mention or description of these parts will be made further than in a general way.

A represents the draw-head, which will be of any desired construction, and which has the 5 5 flange or shoulder 13 formed on its rear upper corner for the purpose of engaging with the pivoted lever or levers C G. This lever O or levers O O are pivoted in or upon a second lever, D, whichis curved, as shown, and which has its upper rear end made pronged, as shown, and which pronged ends E are curved upward, as shown, so as to catch under a rod or cross-bar, F, which is supported in suitable bearings, G, one of which will be placed at each end and secured to the frame-work of the car. Upon the under side of each of theselevers G O is formed a suitable shoulder, lug, or projection, H, which is intended to engage with the flange or shoulder 13, formed upon the rear end of the draw-head A.

\Vhere only one leyer, G, is used, it has a prong or projection, I, extended above it'stop, and secured to this prong or projection I is a suitable connecting-rod, J, which is secured 7 at itsrear end to a crank-lever, K, by means of which the lever connected to the sliding disk is moved. To the rear end of the lever O is connected a second connecting-rod, L, which has its rear end loosely connected to the lower end of the pivoted lever M. This lever M corresponds in shape to the one D, and has its front end attached under the rod or cross-bar F in a similar manner.

To the crossbar F are connected the rods D, which have their lower ends connected to the mechanism for applying or removing the pressure from the brakes. WVhen the lug or projection upon the bottom part of the lever O catches in front of the flange B upon the 0 rear end of the draw-head, as shown in Fig. 7 5, while the locomotive is drawing the cars the lever G will be drawn backward in such a manner as to cause the lever M to raise the cross-bar F upward, and in raising this crossbar upward the pressure of the brakes will be applied to the wheels. As soon as the forward motion of the locomotive is checked the forward pull upon the lever G ceases and the lever M relaxes its upward pressure upon rco the cross-bar F, when the spring 0, connected to the rods N, instantly pulls the cross-bar down into position, and the brakes are applied to the wheels. When the locomotive is being backed, the lug or projection H catches behind the flange or shoulder B on the drawhead, as shown in Fig. 4, and then the backward push upon the lever 0, being exerted against the lower end of the lever D, causes the pronged ends E to lift the cross-bar F upward, and thus relax the pressure of the brakes upon the wheels. As soon as the backward pressure of the locomotive is released the le ver 0 assumes the position shown in Figs. 1 and 3, and then the spring 0 instantly forces the cross-bar F back in position when the springs are applied.

Where it is desired to use only a single 1ever, 0, the lug or projection H will be placed as shown in Fig. 1, and then is adapted to catch either in front of or behind the flange of the draw-head. Should it be so preferred,- two levers, O C, will be used, as shown in Fig. 2, in which case they will both be pivoted upon the lever D, and one will be adapted for catching in front of the flange B upon the draw-head, while the lever G will catch only behind the flange or shoulder. The width of this flange or shoulder upon the draw-head will be greater than the distance between the shoulders formed upon the two levers G 0, so that when no pull or pressure is exerted upon the draw-head the two levers O C will assume the position shown in Fig. 6. \Vhen the cars are being pushed aheadof the locomotive, these two levers will assume the position shown in Fig. 7, in which position the lever O is shown as catching upon the top of the flange, while the lever O is catching behind it. WVhen the locomotive is drawing the cars forward, the lever C catches in front of the flange, as shown in Fig. 8, while the lever O rests upon its top. When the two levers O Q are used, the connecting rod J will be attached, as shown in Fig. 2.

I do not limit myself to the use of either one or two levers, C O, for, as shown, either one or both may be used.

upon the under side of the draw-head for the purpose of having a lever to strike against it; but in this case the lever and flange are adapted to engage in one direction only. My invention differs from this in having a double-faced flange and levers which engage with both faces alike, and thus operate the brake when the car is moved in either direction.

Having thus described my invention, I claim- 1. In an automatic car-brake, the combination of a lever or levers provided with suitable lugs or shoulders upon their outer free ends, with the draw-head A, having a doublefaced flange, B, formed upon its rear end, and against which the flange or shoulder upon the lever engages when the car is moved in either direction, substantially as shown.

2. In an automatic car-brake, the combination of the draw-head having the flange or shoulder upon it, the lever or levers provided with lugs or shoulders, a pivoted lever or levers, D, across-bar, F, and a mechanism connected to the cross-bar for removing and applying the pressure of the brakes to the wheels, substantially as described. p

3. In an automatic car-brake, the combination of the draw-head provided with a flange, a pivoted lever provided with a lug or shoulder, and the pivoted levers D M, cross-bar F, and a mechanism for applying and removing the pressure of the brakes, substantially as set forth.

4. In an automatic carbrake, the combination of the draw-head provided with a flange, B, a pivoted lever, O, provided with a lug or shoulder, H, the levers D M, connecting-rod L, the projection I, connecting-rod J, and a crank-lever, K, the parts being combined and arranged to operate substantially as shown and described.

In testimony whereof I affix my signature in the presence of two witnesses.

DAVID J. MAOPHERSON.

\Vitnesses:

J AOKSON B. YOUNG, H. J. MESSING.

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