US294939A - turner - Google Patents

Description

(No Model.) s sheetsshe'et 1.

r WQB. TURNER.

GAR BRAKE. v

Patented Mar. 1 1, 1884.-

' WITNESSES K INVENTOR QM. MM if WWM/m (No Model.) 3 Sheets- Sheet 2.

- v YW. B. TURNER?.

l CAR BRAKE, No, 294,939.` l D Patentedlvmr. 11, 1884.

WM" .i n 1% if" Um I h lm.' (3' i ==lurm E' E w? )"'V Ik' Uf l l* l* .4N NNW f if 2 M I 'u \\v Y EN l. l

IUivrrn @rarastarea.

Ararat VILLIAM I. TURNER, OF NFV YORK, N. Y., ASSIGNOR OF ONEIIALF TO CORNELIUS BEARI), OF SAM-.F PLAGE.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 294,939, dated March 11, 1884.

Application filed April 26, 1SS3.

To (1,7?, Wfl/077i, it may concer/z:

Be it known that I, WILLIAM B. TURNER., a citizen of the United States of America, residing at NewYork, in the county of N ew York 5 and State of New York, haveinvented certain new and useful Improvements in Car-Brakes, of which the following is a specification, reference being had therein to the accompanying drawings. 1o My invention relates to certain improveinentsin car-brakes of that class in which the motion of the draw-bar is made to operate the brakes, such as that shown in my application iiled December l5, 1882; and the invention 1-5 consists in the construction, arrangenienaand combinations of parts, hereinafter described and claimed.

In the accoi'npanying drawings, Figur-e l is a side elevation of part of one end ot' a ear 2o with my improved. mechanism attached, part of one of the draft-timbers and thefrictionpulley being broken away to show the position of the other parts. Fig. 2 is a diagram of some of the parts shown in Fig. l in a different pog5 sition. Fig. 3 is a plan view of the same,

partly broken away. Figs. et, 5, and (i are details which will be more fully explained hereinafter. l

i A Arepresent the draft-timbers, to which 3o .are attached' the plates B, forming guides for the plates (I, through which the pin ofthe drawbar D passes,and between whichv the spring E is contned. The pin of the draw-bar also passes through the ends of a clevis, F, to which 35 is connected the multiplying-lever G by a link, H. The upper end of this lever G is pivoted between the draft-timbers A A, and as the link H is vpivoted to the lever near its center, the motion of its lower end is multiplied by two, aro and hence I call it the multiplying-lever;7 Io this lower end is pivoted the bar I, (which I term the operating-bar,) provided with a double incline or cam, t', near its center, and a tooth or lug, i', and extends rearward with a5 its rear end passing between the jaws of the top of a double bell-crank, J, and resting on a pin,'j, that passes laterally through said jaws. The bell-crank .I is pivoted at k to a frame, K, which extends forward from the truck-timbers, 5o and to the front and rear ends of said bell-crank (No model.)

are pivoted rods L L, which ext-end downward, and each has a slot in its lower end. Underneath the truck-timbers isa box, llLclonstruct-` ed with its front partly open, to admita spring,

N, and the foot of a toggle-joint lever, O, the 5 5 front end of which is forked and pivoted between the jaws of the bifurcated rear end of the toggle-lever O,which extends forward and encireles the shaft I of the friction-pulley Q,

which shaft runs in a slot, 7.5', in the frame K 6o I K, which allows of a motion toward the caraxle. Between the forked ends ofthese tog` gie-levers O O the lower ends of the rods L pass, and a jointbolt passes through all,keep ing them connected together. The spring No5 acts as a yielding fulcrum for the foot of the toggle-lever O to press against, and also to hold the toggle-joint, bell-crank J, and frietion-pulley Q lin the position shown in Fig. l, which'is caused bythe spring pressing against 7o the back of the foot of the lever O, tending to push it out of the' box M, while the lower end ofthe foot of the lever O is eng-aged against a lug or stop in each lower front corner of the box M, which prevents the escape of the foot 7 5 from the box, which will tend to throw the forwar'd end of lever O downward, and thus hold the double bell-crank J and friction-pnlley Q, as shown.

Embracing the upper edge of the fra-ine K 8o and pivoted thereto is a looped rocking lever, R, which extends upward with its enlarged' T-shaped end under the operating-bar I, and in its loop near its center (see Fig. 6) are pivotedtWo rods, S S, which extend forward and 85 rest on the top of a collar, T, which is rigidly secured to the axle ofthe car, and is provided with eight ratchet-teeth set in pairs, each member ofthe pairpointing in opposite directions. The forward ends of rods S S are pro- 9o vided with teeth, as shown in Fig. 1. The tooth of rod S is arranged to engage with the teeth of the axle-collar T, that point in the direction of the arrow I, and pull the rocking tripping-lever R from the position shown in 95 dotted lines to the position in full lines, Fig. l, while the tooth of the rod S is arranged to engage with the teeth of the axle-collar T, that 'point in the opposite direction, and to push the lever R back to. the position shown 10o in dotted lines. This action takes place only on changing the direction of the wheel rotation. Two pins proj ect laterally through frame K, against which lever lt rests when in its different positions, as shown in Figs. l and 6.

U is the common hand-brake wheel,with its staff extending downward through the cartimber. Ou the lower end, linst beneath the car-timber, is rigidly secured a wheel, V, on one side of which is a circular notch, as shown .in full lines in Fig. 5.

lV is a lever pivoted at its center tothe canv timber, and has connected to its round end r the forward endof rod X, which extends rearward to the top of thelever Y, and is pivoted thereto, as shown in Fig. l. The lower end of the lever Y is rigidly secured to the cranked rod Z, (see Fig. 4,) which passes across and under the car-timbers A, and is held in eye bolts attached thereto. The crank part .cf of vrod Zisbent downward and forward, as shown in Figs. l and ft, and extends below the operating-bar.

Above the crank .c is a rod, s, (see Fig. 4,) which may be fixed in the timbers A A or attached to the rod Z, as preferred, which acts as a stop to prevent the operzltingrod being jerked too far upward.

The action of the hand disengaging device is as follows: Should it be required at any time to render the automatic brake entirely inoperative, as would be the ease were pushing and pulling enginesI used simultaneously, all that is necessary to be done is to turn the hand brake wheel to the right. This turns the notched wheel Y, andas the notch therein comes around the point of lever \\'v will be forced to engage therewith by the spring s pushing the point into said notch,and will thus be carried round to the position shown in dotted lines in Fig. 5. As the opposite or round end of lever \V will be forced rearward, (in the direction indicated b v the arrow 3 in Fig. 5,) it pushes the rod X,which forces the top of lever Y rearward, turning rod Z and causing its crank s to rise, thus lifting the tooth of the operating-bar I above the pin jof theA double rocking bellcrauk J', ,thus rendering the brake entirely inoperative. The use of the hand-brake wheel to throw the automatic brake out of operation when turned to the right for this purpose in no way interferes with its use as a hand-brake, as it is in this direction that a hand-brake wheel is turned when it is desired to apply the brake by the old plan, and it has the advantage that when the hand-brake is applied the automatic brake will be rendered inoperative, and when the hand-brake is released it will again be rendered operative by the fact of the staff revolving in the opposite direction.

The action of the brake is as follows: Suppose the car to be pulled by the engine in the direction of the arrow l, the draw-bar would be extended, and would (by means of clevis F, rod H, and lever G) pull the operating-bar I forward, leaving the brake inoperative. If, now, it is desired to stop, the engineer will slow his engine, which will cause a pushing in of the drawbars, in consequence ol' the ears running into the engine, from the sudden checking of its momentum, while that of the cars for a time continues. This pushing in of the draw-bars will, through the medium ofthe draw-bar connections above described, force the Operating-bar l rearward, and as its tooth engages with the pin j of the bell-crank .l it will force it s top rcarward,aml as the top moves rearward the front end will rise, and through the medium of the rod li raise the center of the toggle-joint, which increases in length as it rises, and forces the frietion] )ulley Q forward against the axle-collar. T, which will cause the frictionpulley Q to revolve and wind up the chain around its shaft and apply the brakes. The-train being now stopped and it is desired to back up, the engine would push against the draw-bar, pushing it rearward, which would, through its connections, push the operating-bar rearward, and as the tooth of the operating-bar engages against the pin j of the bell-crank I, it pushes the top rear ward, with the effect of forcing the frictionpulleyinto contact, as above explained,which, as the wheel revolves backward, would effect an application of the brakes were it not that the tripping device is brought into action. As the axle revolves backward, thctooth of the rod S will engage with the tooth of the axlecollar, which in its backward motion will force the rod S', and consequently the top of the tripping-lever ll, rearward, which in its rearward travel will strike the swell or cam 1' of the operatingbar I, causingitto rise above the pin j of the bell-crank J, and thus break connection between the draw-bar and friction devices, thus permitting the ear to back up without the brake being applied. 'As the trippinglever passes rearward ofthe swell or cam of bar l, said bar falls down again and rests upon the pin j; but as thedraw-bar is pushed in when the connection is broken, andthe action of the spring N being to always bringthe bell-crank .l to the position shown in Fig. 1, it is evident that the tooth of the operating bar l will fall to the rear of pin 7' of the bellcrank J. lf, now, the engine be slowed, the momentum of the cars will operate to pull the draw-bars outward, which will, through their connections, pull the top of the bellcrank J forward, (the tooth of the operatingbar I being in the rear of the pin j and cngaged therewitln) and as the top of the bellcrank .l is pulled forward the rear end will rise, and through the medium of rod L pull on the center of the toggle-joint, causing it to force the friction-pulley Q into contact with the axle-collar T, which in revolving causes an application of the brake (as before eX- plained) and stops the train. From the above explanation the double action of the drawbar and brake mechanism will be clearly understood. If the train be now pulled again in IOO IIO

the direction of arrow 1, the pulling out of the draw-bar will tend, as before, to force the friction-pulley Q into contact with the collar T for an application of the brake; but as the axle begins to revolveA theA hooking-tooth of rod S will engage with tooth of axlecollar T, which will pull the tripping-lever R forward, breaking the connection between the draw-bar and friction-pulley by lifting operating-bar I up, as before explained, and causing` the tripping device to assume the position shown in lfull lines in Fig. 1. v

From the above will be seen the automatic principles of the brake mechanism with the engine attached to the draw-bar D.

In order that the automatic principles may be demonstrated with the other end ofthe car forward, let us assume that the engine is attached to the opposite end of the ear, and that other cars are attached to the draw-bar D. If, now, the ear be pulled in the direction of arrow 2, the tooth of the axle-collar T will, as the axle revolves, engage with the tooth of the rod S and push it forward, and consequently the top'ofthe tripping-lever R forward to the position shown in dotted lines in Fig. l. The trippinglever R will in its travel lift up the operating-bar lhwhich will, when the lever It passes from under-its cam or swell 2', drop down again,and as the draw-bar is being 'pulled outward by the cars inits rear the tooth of operating-bar I will be in rear of pin j, in which position it is operative to apply the brakes, as before explained, on the pushing in of the draw-bar D with the wheels revolving in this direction. Ifhnow, the engine be slowed and the brakes applied by the draw-bar D beingV pushed inward by the car in its rear, it is evident from the position of rods S S that they cannot operate to break the connection between the draw-bar and friction-pulleys. Thereforethe axle-collarT would cause the friction-pulley Qto revolve and wind the chain around the shaft l?, and thus apply the brakes and stop the train. If, now, it be desired to back the trai-n, the pushing in of the draw-bar would force the friction-pulley into contact; but as the axle revolves backward some one of the four teeth that point in the proper direction will. engage with the hooking-tooth of rod S and pull it, and consequently thetop of the tripping-lever R, rearward, which, acting on the swell or camrof operating-bar I, will lift up its tooth above the pin j and break the connection between the draw-bar and friction device, and so allow the train to be backed without the brakes being applied. As the operating-bar I falls down and rests again on pin j, ,its tooth will fall in front of it, from the fact that the drawbar is pushed inward when the connection is broken; and if the engine is now slowed, the pulling vout of the draw-bar becomes operative -to apply the brakes in this direction and from this end ofthe car.

From the above it will be seen and understood that my brake is automatically opera- Y.principles of my brake, let us assume that we have a train of ten cars standing on a side track, iive of said cars having been pushedin at one end of said side track, while the other five have been pushed in against them from the opposite end and coupled up in the usual way. It is now desired to attach an engine to said ten cars for the purpose of pulling them out, and it matters not to which end lyou attach the engine, as the relation of the tripping mechanism to the direction of motion is the same, as will be seen from the fact that all of the ears have been pushed or backed by the engine, but the direction ofwheel rotation of five of said cars was the opposite to that of the other ve, which will be seen from the fact that they were pushed in at opposite ends of the side track. Now, the ears having all beenpushed, it is evident that the pushing in of the draw-bar is noneffective to apply the brakes, but that the pulling out of the drawbar is effective for such application. If, now, you attach to one end of said train and pull it with the engine, the pulling out of the draw-bar will operate to cause an application of the brakes on all the cars; but the brakes of the first five ears of the train atv the end to which you attachthe engine will, by their tripping device, be disengaged, there being a change in direction of wheel rotation, while the brakes of the other live cars would not be disengaged, there being no change in the direction of their wheel rotation. This being thecase, it would be necessary for the engineer to stop and back up sufficiently to change the direction of motion of all the wheels in his train. This change of direction of wheel rotation would cause the tripping devices of all the cars to assume the same position in relation to direction of motion, and then, when the cars were pulled in the opposite direction again, the brakes would all be automatically adjusted to operate when the motion of the train was resisted by the draw-bar.

That it may be more clearly understood, I would here state that when an engine is attached to a train for the purpose of pushing or pulling it in either direction all that is necessary to be done in order that the brakes be properly adjusted is to move the train onehalf of a revolution of the wheelsin the opposite direction to which you intend going with the train. Said slight movement will adjust lall the brakes to the same direction, and you can then handle the train as you choose, and the brakes will always be effective to stop the IOO train whenever its motion is resisted by the draw-bar.

It is evident that various changes-may be l l I I 4 MMLQSS) made in the construction without essentially departing` from the spirit ot' my invention. For instance, instead of the double bell-crank lever, made in one piece, as shown, two sin gie bcllcrank levers may be used, one of which acts when the draw-bar is being pushed in, and the other when it is pulled out. This I should consider the equivalent of my double bell-crank lever in this connection, as I should any other form ot' double-actin lever that acts in opposite directions and performs the same function as mine, except in claims where the bell-crank specifically named.

Instead of the collarfll being on the can axle, itmay be set on a separate shaft, revolved by or with said' axle, and instead et' having` two sets of teeth facing in opposite directions, the teeth may be made broader on their outer surfaces, and cach tooth have two acting-faces looking in opposite directions.

I prefer to use the multiplying-lcvcr G; but this may be dispensed with and the clevis connected directly tothe operating-bar, if the drawbar is arranged to have sufficient motion; but, for obvious reasons, the use of the multiply` ing-lever is preferable.

In view of these various modifications and others which it is obvious may be made by any mechanic conversant with the art, I do not limit myself to the construction shown, except where the claims indicate that such special construction is claimed.

Any novel feature herein shown or described and not claimed I reserve the right to cover by a separate application.

W'hat I claim as new is-w 1. In a momentum car-brake operative at all rates of speed, the combination, with the draw-bar and the brakes, ot' a double-acting lever, a tripping device, and other intermediate mechanism, substantially as described, between the draw-bar and brakes, constructed to operate the brakes when the car is travet ing` with either end forward and in either direction ofthe draw-baris motion, as set forth.

2. Ina car-brake operative at all rates oi' speed, and operated bythe contact of frictionp alleys, the eombination,with such pulleys and the draw-bar, of doable-aetinv lever, a tripping` device, and othcrintermediatemechanism, substantially as describet'l, between the draw-bai.' and frictiou-pnlleys, constructed to put such pulleys into operation when the ear is running` with either end forward and iu either direction ot' drawbar motion.

3. rIhe combination. in a momentum carbrake, of a draw -bar constructed and arranged to act on the brake through intermediate mechanismin both directions of its movement, and a tripping,` device constructed to act independently ofthe brakes or draw-bar, and to operate by and at each change in direction of wheel rotation, substantially as described.

t. The combination, in a momentum carbrake, ot' a draw -bar constructed and arranged to act on the brake in both directions of its movement, a. double-acting lever, and a tripping,` device constructed to canse the drawbar to reverse its action on said double-acting lever, for the purpose set forth.

5. The combination, in a eardnake, of a double-actiug draw-lauf, a friction apparatus for operating the brake, and double-acting 1evcr and other intermediate connections, substantially as described, between the draw-bar and friction apparatus, constructed to operate the brake with either end ot" the car forward and at any rate of speed, as set forth.

(i. In a momentum car-brake operative at all rates ot' speed, the combination, with a movable draw-bar and an operatingabai con# nectcd therewith, of a frictioitpullcy and a double-acting` lever and other intermediate connections for transmittinlg,` themotion of the draw-bar to the frietten-pulley,- constructed to move said pulley toward its operating` means in both directions oi' the draw-bars motion, substantially as described.

7. In a momentum car-brake operative at all rates of speed, the combination, with a movabledraw-bar, au operating-lair connected therewith, a double-acting lever, a. frictionpulley, and mechanism connecting-the doubleacting lever and pulley; constructed to move said pulley toward its drivingq'mllcy in either direction of dravwbar motion, substantialiyas described.

S. The combination, with a movable drawbar, an operating-lan.' connected therewith, a double-acting,` lever, a friction-pulley, a toggle-lever.[orholding the friction-pulleyin counection with its drivingpullcy, and means for operatingsaid toggle-lever in the sameAdirection in eitherdirection of draw-bar motion, substantially as described.

t). rIhe combination, with the double-acting draw-bar, a double-acting` lever, and intermediate connections, substantially as described, between the two, ot' a toggle-lever for moving.;` the friction-wheel, and links connecting` the opposite arms of the double-acting lever with the toggle-levers, as set forth.

It). rlhe combination, with the double-act.

ing draw-bar, a double-acting` lever, and intermediate connection, substantially as described, between the two, of a toggledever for moving the friction-wheel, a spring-bearing for one end of said togglelevcr, and links connecting the opposite sides of the double-acting lever with the toggle-lever, as set forth.

Il. The combination, in a car-brake, oi' a double-acting draw-barand a doublebell-crank lever, with a reversible connection between said draw-bar and lever, constructed to move said lever in one direction only when in 011e ot' its positions, and to move it in the other direction only when its position is reversed, substantially as described.

l2. The combination, with a double-actingl` draw-bar, of a doublcacting` lever, a loose reversible connection between the draw-bar and lever, acting on said lever in both directions,

IIO

and means for holding the latter in its normal position during the reversal, substantially as described. Y

13. The combination, with a double-acting draw-bar, of a double-acting lever, a loose connection between the draw-bar and lever, acting in both directions on said lever, and mechanism performing the double function of holding said lever in its normal position and moving the friction-pulley, all substantially as described. Y

14. The combination, in a car-brake operative at all rates of speed,with a moving drawbar and a double-acting lever loosely connected therewith, of a tripping device constructed to reverse theconnection between said draw-bar and lever, whereby said drawbar, through said loose connection, operates said lever in both directions of the drawbars motion, substantially as described.

15. Thecombination, in a car-brake, of a moving draw-bar connected to a multiplyinglever, a double-acting lever, an operating-bar loosely connecting said multiplying-lever, with the double-acting lever and a tripping device constructed to reverse the connection between the operating-bar and the double-acting lever, substantially as described.

16. The combination, with a moving drawbar for operating automatic brakes, and a hand-brake device, of a tripping device constructed to break the connection between the draw-bar and the brakes by the action of the hand-brake operating device, substantially as described.

17. The combination,with a moving drawbar for operating an automatic brake, and a hand-brake device, of a tripping mechanism operated by putting the hand-brake into operation, substantially as described.

18. In a brake mechanism inwhich the v motion of the draw-bar throws the brake into 20. In abrake mechanism, the combination, with the moving draw-bar and the operatingbar connected therewith, of a pivoted rocking tripping device acted on by the change of direction of rotation of the car-wheels, and acting directly on the swell ot' the operating-bar,

substantially as described.

2l. In a brake mechanism, the combination, with the moving draw-bar and the operatingbar connected therewith, of a rocking lever, two rods pivoted thereto on the same side Vof its fulcrum, each rod having a tooth facing opposite to the tooth on the other, and a toothed collar provided with oppositely-acting teeth revolving with the car-axle, substantially as described. v

22. Ina car-brake, the combination,with a double-acting draw-bar, a double-acting lever connected with said draw-bar by a reversible connection, of a tripping device provided with two dogs, each having a tooth set in opposite directions to that on the other, and pivoted above the line of the centers of the car-axles, and atoothed collar constructed to revolve with the car-axle, and to'engage alternately with the opposite teeth of the dogs on the change in the direction of wheel rotation, substantially as described.

23. The combination,with the axle of a car, and the double-acting draw-bar D, oi' the loose clevis F, the multiplying-lever G, connected therewith, the operating-bar I, the doubleacting lever J, slotted links Il, toggle O O,

and friction-pulley N, all constructed and ar- WILLIAM n. TURNER.

Vitnesses .IoIIN GREATFIELD, GHARLEs E. BALDWIN.

IOO

Images