US291841A - fairman - Google Patents

Description

(No Model.) 3 Sheets-Sheet 1.

S. FAIRMAN.

. GAR BRAKE. Y No. 291,841. Patented Jam. 8, 1884.

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(No Model.)

3 Sheets-Sheet 3. S. PAIRMAN.

GAR BRAKE.

Patented Jan. 8,11884.

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SIMON FAIRMAN, OF BALTIMORE, MARYLAND, ASSIGNOR OF ONE-HALF TO JOHN G. MITCHELL AND VILLIAM S. TAYLOR, BOTH OF SAME PLACE.

SPECIFICATION forming part of Letters Patent No. 291,841, dated January 8, 1884.

(No model.)

To @ZZ whom, it may concern:

Be it known that I, SIMON FAIRMAN, of the city of Baltimore,and State of Maryland, have invented certain Improvements in CarBrak es,

of which the following is a specification.

This invention relates to a car-brake in which the brake mechanism is actuated primarily by checking the speed of the locomotive and tender, and the consequent pressure of one car 1o against another as they are successively checked. In other words, the speed of the engine and tender being reduced by the reversal of the driving-wheels or by other means, the rst or adjoining` car, in view of its momentum, is

forced against the tender and its brake mechanism putin operation. The checking of this car causes the second one to advance upon the first, when its brake mechanism is automatically actuated, and so on until the brakes on 2o the whole train are applied.

In the accompanying drawings, forming a part hereof, Figure I is a side view of a portion of a train provided with my improved brake mechanism. Figs. II, II'I, IV, V, VI,

2 5 and VII are views of parts ofthe invention on an enlarged scale. l

Similar letters of reference indicate similar parts in all the views.

Referring particularly to Figs. II, III, IV,

3o V, and VI, which show one end only of a car,

A is the frame-work of the car, and B the swivel-bolt around which the truck O moves when the train is rounding a curve. D D and E E are respectively the wheels and the axles.

F is the coupling, and G the draw-bar, which extends from the coupling and .bears against a spring, (not shown in the drawings) which serves to retain the coupling yieldingly in an extended position when the `car is separated from another.

H is a lever having its fulcrum at a in the stand Z), which sta-nd is bolted to the under side of the frame A of the car.

I is a double swinging arm, pivoted at c to the frame A of the car, having at its lower end a roller, d, which rests on the upper surface of the lever H. The draw-bar G, which passes between the two parts of the swinging arm I, has a pin, e, whose ends enter a slot, f, in the arm I, and when the draw-bar and coupling are extended, as shown in Figs. I and III,

the said arm hangs in a vertical position,with

its roller d in a depression, g, in the outer end of the lever H. The inner end of the lever H is forked and provided with inwardly-projecting legs h, which restin a groove, i, in the collar k, which is adapted to slide vertically on the swivel-bolt B.

K is a shaft-or spindle with one end pivoted to a block, L, fastened to the upper surface of 6o a bar, M, which is bolted to the truck of the car, and the other pivoted to a projected portion, Z, of the collar 7:.

N is a worm-wheel adapted to revolve loosely on the spindle Ii, having teeth on a portion only of its circumference, and O a worm keyed to the axle E.

P and Q, are respectively a ratchet-wheel and a sheave, which vare cast or attached together, and adapted to turn independently of 7o the spindle K, in the same manner as the worm-wheel N. A pawl, m, on the side of the worm-wheel N engages with the ratchet-wheel l?, and the rotation of the said worm-wheel N in one direction is therefore communicated to the said ratchetwheel and its sheave. A chain, n, is secured to the sheave Q, and after passing around a small guiding-sheave, o, (shown in Figs. II, III, and VL) is attached to the brake-lever p, which is ofordinary con- 8o I struction, and operates the brake-shoes q in the usual manner.

Parts of the invention not yet alluded to will be described and their uses fully set forth in the description of the operation of the said invention which follows. supposing the train to be in motion, the draw-bars and couplings are all extended, and the arms I throughout the entire train in a vertical position, with their rollers l resting in the depressions g in 9o the levers H. The outer ends of the said levers are thus held in a depressed position, with their inner ends and the collars 7c ele vated, and the worm-wheel N disengaged from the worm O, as shown in Figs. Iand III. This disengagement of the worm-wheel N from the worm O admits of the free revolution of the axles, and the braking mechanism is therefore rendered inoperative.

To apply the brake, the speed of the enroo gine and tender is checked in any manner, when the couplings are forced in, which carries the arms I to the second position, (shown particularly in Fig. II,) and the Worm-Wheels brought in contact with the revolving Worms on the axles. The Worm-wheels are thus put in revolution, and the brake-levers 7L operated by the Winding of the chains on the sheaves Q, which receive their movement vfrom the wornrwheels, as before described.

To provide against the application o` the brakes in backing, I furnish each car with a rod, r, which extends its entire length and to the faces of the couplings, and has springs s to hold it in a central position7 as shown in Figs. I and VII. These rods have bars R extending from them, as shown in the drawings, or they may be pivoted to the frame A and connected to the said rods by means of pins, in a manner similar to the connection between the draiv-bars and the arms I. The tender has also a rod, r, and a hand-lever, n, or ot-her similar device, whereby the rod may be forced back and be brought in contact with or made to approach the rod on the irst car. The rod on this car can thus beforced toward the rod on the second car, and that of the second toward the third, and so on throughout the entire'train.

W'hen it is desired to back the train Without applying the brake, the hand-lever c is thrown forward, when the distance between the couplings is decreased andthe ends of the rods r brought in contact, and the Whole system driven back. In the movement of the rods 1', the bars R are carried over the outer ends ot' the levers I-I, which secure them in a depressed position, without reference to the position of the arms I.

In using the swivel-bolt B as the support and guide for the collar It the brake mechanism is not interfered with or dislocated in rounding curves.

It will be understood that the pressure obtained by the advance of one car on another which is checked in speed is not directly employed to effect the braking operation, but merely to put in motion a system of devices which actuate the brake-shoes through the ordinary brake-levers.

Bys-pgroviding the worm-wheels N with teeth on a portion only of their circumference, the tension placed upon thc chains a is limited, and under no circumstances can they receive a strain greater than what is provided for in the adjustment of the brake.

I claim as my inventionl. In a car-brake, the combination of a caraxle, a Worm secured to the said axle, an independent shaft Carr-ying a Worm-Wheel and susceptible oi" being moved toward and from the Worm, a sheave on the independent shaft, a chain to connect the said sheave with the ordinary brake mechanism, a longitudinallymoving` dra\v-bar, and means to communicate movement from the said draw-bar to the said independent shaft and its attachments, substantially as specified.

2. In a car-brake, the combination of a can axle, a worm secured to the said axle, an indcpendent shaft carrying a Wor1nwheel with teeth on a portion only of its circumference, a-nd adapted to have movement toward and from the said Worm, a sheavc on the said independent shaft, a chain to connect the said sheave with the ordinary brake mechanism, a longitudinally-moving draw-bar, and means to communicate movement from the said draW- bar to the said independent shaft and its aty

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