US348040A - Car-brake - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1.

F. H. D. NEWHARD.

GAR BRAKE.

N0. 348% Patented Aug. 24, 1886.

lllllllllllll IN 7 W M" (No Model.) I 2 Sheets-Sheet 2. F. H. D. NEWHARD.

CAR BRAKE.

No. 348,040. Patented Aug. 24, 1886.

WITNESSES ZJV'VEJVTOR r Z I 2 %M aw 71 i s .dttorhei UNITED STATES PATENT OFFI E.

FRANKLIN H. D. NEVVHARD, OF HOKENDAUQUA, PENNSYLVANIA.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 348,040, dated August 24, 1886.

Application filed June 9, 1886. Serial No. 204,639. (No model.)

To all whom it may concern.-

Be it known that I, FRANKLIN H. D. Nnw- HARD, a citizen of the United States, residing at Hokcndauqua, in the county of Lehigh and State of Pennsylvania, have invented certain new and useful Improvements in Car-Brakes, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to that class of carbrakes in which the operation of applying the brakes is performed by the contacting of the cars; and it consists in certain appliances, constructions hereinafter described, and the combinations set forth.

In the drawings, Figure 1 represents a 1011- gitudinal section of aportion of a car and one of the trucks, showing the improvements ap plied thereto; Fig. 2, a detail plan view of the buffer-bar andits connections; Fig. 3, a similar view of a modified form; Fig. 4, a plan View of a brake-connecting mechanism employed; Figs. 5 and 6, detail views.-

I deem it unnecessary to describe the construction of the ear frame and truck, as both, as shown, are of ordinary and common construction.

Projecting from the end of the car is the head of the buffer-bar A, which is distinct from and unconnected with the draw-bar, the latter not being shown in thedrawings. The said bar A is provided with suitable bearings in the car-frame, so as to have a restricted longitudinal movement, and is provided also with a suitable spring, B, arranged to advance the bar afterit has been forced inward from contact with the bar of the next succeeding car. The inward movement of the bar maybe caused by a variety of causes, among which may be mentioned the slackening in'speed or slowing up of the train preparatory to stopping.

To one side of the buffer-barA is journaled an upright shaft, 0. The bearings for this shaft may be of any suitable construction, and I have shown, as a construction I sometimes prefer,a U shaped frame, D, having retainingbolts E passing through its base and securing it to the car-frame, so that the arms project laterally. The shaft has its lower portion of less diameter than the upper portion, and the shoulder formed by thejuncture of thetwo portions bears on the lower arm of the U-shaped frame and supports the shaft, which projects through a suitable opening in the upper part of the said frame D, and is preferably squared beyond the said frame. Sometimes I may form the lower arm of the frame of a separate piece.

The shaft 0 carries on the squared portion an arm, F, the hub of which has asquare hole' The arm such as shown in Figs 1 and 2 is used when Iapply an inclined stop, G, on

top the buffer-bar; but sometimes I may notch or recess the side of the said bar, in WhlCll caseI prefer to increase the diameter of the hub and shorten the projecting portion of the arm F, the said projecting portion engaging 1n the said notch or recess in the buffer-bar. Such a construction is shown in Fig. 3. I sometimes provide the shaft with a lateral pin, H, and place a vertical pin, I, on the frame D, so that the said pins may contact and prevent a too great travel of the said shaft. On the lower end of the shaft, by means of suitable nuts, I secure the angle-arm K, though sometimes the arm may be straight,one end of which connects, by means of a rod, L, to the brake mechanism proper, one form of which is shown in Fig. 4, and will hereinafter be described,though no claim is made to it. The other portion orend of the arm K engages with a stop, M, suitably supported, and which may be used in lieu of the pins II and I;

Embracing the shaft, between the top arm of the frame D and the hub of the arm F, is the bifurcated end of a lever, N, the other end extending between guides O,seeured preferablyto the free end of the upper arm of the frame D, and provided with a series of perforations. By preference the lever N is not secured at its fulcrum, but rests on a lug,1.

Depending from the lever N are the strips R, having hooked lower ends, S, which rest normally on either side of a'toothed wheel,T,

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secured to one of the axles U. Extending laterally between the said strips It, and ar ranged one above the other, are the rock-shafts V and \V, the shaft V (the upper one) having diametrically -projecting arms of sufficient length, when engaging the strips R, to carry their hooked ends from the toothed wheel T.

The inner end of the buffer-bar is provided with a downward projection, X, which, by means of a rod, Y, having a recoil-spring, is connected to an arm on the shaft V in such manner that when the said bar A is forced backward it will rock the shaft V and carry the arms thereon from engagement with the strips It. The shaft WV carries arms at an angle one to the other, and of suflicientlength to engage with the strips R and carry them from the toothed wheel, but being at an angle, the said arms can engage but one strip at a time. The shaft XV projects beyond the sides of the cars, and has operating-handles, as shown in dottedlines, Fig. 1.

Various styles of teeth may be used on the toothed wheel, as is seen from those shown in Fig. 6, and which will be fully understood from inspection.

The brake mechanism, as shown in Fig. 4, consists of a lever, A, pivoted to one of the brake-shoes, a lever, B, pivoted to the other brake-shoe of the same pair of wheels, and connected at its end to the lever A, near its end, similarly-pivoted levers O and D to the other pair of wheels of the truck. The levers A G and the levers 13 D are connected together by rods E, pivoted to them near their connection with the brake-shoes. From the arm K, passing through the extended end of lever O, and connected, with the addition of a recoil-spring, to the extended end of the lever A, is a rod, F. As the arm K is moved by the mechanism before described. it carries the end of the lever A with it. This forces the ends of the levers A B, carrying the brakeshoes, toward the wheels. The shoes engaging against the wheels, or, as is preferred, the disks secured to the wheels or on the axle, and being prevented from further movement thereby, the rods are caused to move longitudinally and force the levers G and l) to carry the brake-shoes carried by them against the corresponding wheels or disks. A further movement of the lever A will cause the engagement of all the shoes against the wheels or disks. The rods E may connect directly to the rod by which the shoes carried by the levers O and D are connected, if so desired.

obviates undue strain on any part of the mechanism employed. Simultaneously with the movement of the shaft the connections at the rear of the buffer-bar operate the shaft V, to carry the arms thereon from the hooked strips. Previously to the starting of the car on its trip the lower shaft, V, is so placed (by hand) as to bring one of the short arms thereon in engagement with the hooked strip, which would be the forward one, relatively to the direction in which the car was to travel. Supposing the car to have come to a standstill, and was about to be forced backward, the hooked arm, as the car started to move, would engage with the toothed wheel and be drawn downward, carrying with it the end of the lever N, thus causing the forked end of said lever to force upward the arm F, out of engagement with the bufl'er-bar. The shaft. being thus relieved from engagement, will partially rotate and release the wheels from the brakes. Vhen the buffer-bar is released from its rearward position,the spring will force it forward, and the inclined stop will easily pass under the arm F. The shaft V will also be partially rotated and carry the hooked strips from the toothed wheel preparatory to the forward movement of the car.

\Vithout limiting myself to the precise con struction shown, I clain 1. An automatic brake-applying mechanism consisting of a suitable sliding buffer-bar, a vertical rock-shaft having connections with the brake-lever, an arm located upon said rock shaft and engaging with the buffer-bar, and means, substantially as shown, for disengaging said arm from the buffer-bar by moving it upon the vertical rock-shaft, for the purpose herein set forth.

2. The combination, with a suitable bufferbar, of a rock-shaft with an arm engaging therewith, and having a longitudinal move ment on said shaft, a lever having one end engaging under said arm, pendent hooked strips pivoted to the other end of said lever, and a toothed wheel on the'axle and adapted to engage one of the strips, the shaft having connection to the brakes, substantially as and for the purpose specified.

3. The combination, with a suitable buiferbar, of a rock-shaft with connections to the brakes, and an arm engaging with the bufferbar and having a longitudinal movement on said shaft, a lever having one end engaging under said arm, pendent strips with hooked ends pivoted to the other end of said lever, a toothed wheel on the axle, and means, such as a shaft carrying short arms, for keeping one or the other of the hooked strips out of engagement with the said wheel, substantially as and for the purpose specified.

4. The combination, with a suitable bufferbar, of a rock-shaft with connections to the brakes, and carrying an arm engaging with the bufferbar and adapted to be moved longitudinally on said shaft, a lever having one end engaging under said arm, pendent hooked In testimony whereof I affix my signature in presence of two witnesses.

FRANKLIN H. D. NEWHARD.

v \Vitnesses:

J AMES B. SNYDER, THOMAS F. BUTZ.

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