US289534A - Cae beake - Google Patents

Description

(No Model.)

HQHEYDL GAR BRAKE.

Patented Dec. 4 1883;

Invenian n. PETR 5. mammo ram. Washinglun, ac.

, Nrrnn STATES PATENT OFFICE.

HERMANNHEYD, or nonnnuon, WURTEMBEBG, GERMANY.

CAR-BRAKE.

SPECIFIGATION forming part of Letters Patent No. 289,534, dated December 4, 1883. Application filed October 3, 1882. (No model.) Patented in Germany September 15. 18852, No. 21,584.

f0 all whom it may concern Be it known that I, HEB-MANN Earn, a citizen of Germany, residing at Hohebuch, in the Kingdom of \Viirtemberg, Germany, have invented a new and useful Improvement inltailway-Oar Brakes, of which the following is a specification.

This invention relates to improvements in car-brakes designed for instantaneously stopping railway-trains in case of accident or impending danger ahead, and to that class of these instant brakes, as I term them, in which the brake-shoes coact with the rails to so arrest the motion of the train by applying the force of its momentum or a part thereof to the brakes.

My present invention consists in an improved railway-car brake of this general description, adapted also and independently to coact with the wheels in the more common way without simultaneous contact with the rails, as hereinafter fully described and claimed.

The object of my invention is to furnish railway-cars with brake apparatus which possesses the capacity of instantaneously stopping a train, and can'be'so used with readiness, but may ordinarily be used in customary manner to gradually arrest the motion, so as to reduce wear and tear, as well as the shocks to passengers and freight, which result from suddenly stopping a moving train A sheet of drawings accompanies this specification as part thereof. Figure 1 of these drawings is a side elevation of one end of a railway-car provided with my brake apparatus, illustrating the ordinary braking operation; and Fig. 2 is an end view thereof. Fig. 3 represents a vertical longitudinal section through the truck and platform shown in Figs. 1 and'2 on a larger scale, illustrating the operation of instantaneously stopping the car. Fig. 4 represents additional detail views of some of the parts on the same scale as Fig.

3, as hereinafter more fully set forth; and Figs.

5 and 6 represent, respectively, a vertical longitudinal section and an end view of a truck provided with brake apparatus, illustrating a modification of the same invention.

Like letters of reference indicate corresponding parts in the several figures.

' forked end.

I suspend by means of a strong transverse pivot between each pair of wheels, on the rewheels, to coact with the latter in customary manner, for gradually stoppingthe train, as illustrated by Fig. 1; or they are drawn backward, so as to coact with the rails and with the wheels behind the respective brake-blocks, to instantaneously arrest the inotion of the train, in order to avoid greater danger, as illustrated by Figs. 3 and 5. A pivotal shaft, S, common to both brake-blocks of each pair,

and a cross-bar, T, at a lower point, unite them, so that they move in unison. A rod, B, extending from this cross-bar, terminates in a hooked end, as clearly shown in Fig. 4, which figure represents at top a side view, as in Fig. 1, of the hooked end of this rodR and the parts which coact therewith, and below this two top views. The upper of these top views, with said side view and Figs. 1 and 2, illustrates the coaction with said rod R of a bell-crank, W, to transmit motion from the vertical screwstem of a hand-crank shaft, 1?, on the car-platform, for applying the brakes to the front wheels in said ordinary braking operation. A chain, G, is also attached to said cross-bar T and extends therefrom in an opposite direction to a winding-drum .formed by the sleeve of a clutch, K K, on the axle of said hind wheels. Ordinarily this sleeve is unclutched, as seen in Fig. 2, and the axle rotates freely therein. I

To apply the brake-blocks B to the track and hind-wheels, a clutch-lever, H, is provided,whi ch extends from said clutch between the brake-blocks to a vertical pivot, c, and beyond this, underthe same platform, as clearly seen in Figs. 3 and 4, where it terminates in a Its fork embraces a laterallymovable hand-lever, H, having a central horizontal pivot, b, while, below said fork said 1e position the -brake blocks support more or bell-crank form is conneeted, while friction- Fig. 4. Said hand-lever H is no sooner shiftver H is provided with a toe, H, to coact with said hooked end of said rod R. Ordinarily, or, in other words, when the brakes are not in use, or are applied by means of said hand-crank shaft B through themedium of said rod B, said toe H and said fork occupy the positions relatively to said hooked end of said rod B represented by the upper of said top views seen in Fig. 4. When said handlever H is moved to actuate said clutch-lever H, said toe H", coacting with said hooked end of said rod B, disengages this from said bellcrank W, so that the latter shall not interfere with the instantaneous brake movement which immediately follows. This is illustrated by Fig. 3 and the lowermost of said top views in ed from its position of rest than the clutchlever H transmits motion therefrom to said clutch K K, and the winding-drum of the latter, acting on said chain G, draws the pair of brake-blocks B into contact with the rails, and the momentum of the train carries them into contact with said hind wheels, which limit their motion in customary manner. In this less of the weight of the car, and, engaging effectively with the rails as well as with said hind wheels, serve to instantaneously stop the car.

I propose as a substitute for said clutch arrangement the arrangement illustrated by Figs. 5 and 6, in which a winding-drum, O, is fast on a shaft, L, above and parallel to the hind axle, said shaft L being mounted in a lever-frame, E, to which the clutch-lever H in gears F F connect the aXle and shaftwhen the latter is lowered, and a chain and cross-bar, G T, transmit motion from the actuated winding-drum O to the brake-blocks B B for the instant, as illustrated by arrows in Fig. 5. I am aware that rail-brakes, as they are termed, have been adapted to coact simultaneously'with the wheels in front and behind the car, and having shoes B B on their front edges for ordinary use in braking upon the wheels only, substantially as herein specified.

2. In a rail-brake for railway-cars, the combination of a pair of swinging brake-blocks, B B, connectedby a cross-bar, T, and having shoes B B on their front edges, a hooked pulling-rod, R, extending from said cross-bar, a bell-crank, W, connected with said rod by its hooked end, and ahand-crank shaft, P, coupled with said bell-crank, for applying said shoes to the front wheels, substantially as herein specified.

3. In a rail-brake for railway-cars, the combination of a pair of swinging brake-blocks, B B, connected by a cross-bar, T, a hooked pulling-rod, B, extending from said cross-bar to mechanism for actuating said brake-blocks by hand, a hand-lever, H, having a toe, H, to engage with the hooked end of said B for unhooking the latter, a clutch-lever, H, extending from said hand-lever to a suitable clutch, a winding-drum thereby clutched to the hind aXle of the truck, and a chain c011- necting said winding-drum with said cross-bar T, for releasing said brake-blocks and drawing them into contact with the rails, substan tially as herein specified.

In testimony that I claim the foregoing as my invention I have signed my name, in presence of two witnesses, this the 31st day of August, 1882.

HERMAN N H EYD.

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