US357257A

US357257A - wolfe

Info

Publication number: US357257A
Authority: US
Publication date: 1887-02-08
Anticipated expiration: 1904-02-08

Description

(N0-Model.) s shaw-sheet 1.

H. R. WOLF'B.

l GAR BRAKE. No. 357,257'. y Patented'feb. 8, v188'7.

(No Model.) SISheets- Sheet 2. H. R. WOLFE.

GAR BRAKE.

No. 357,257. Patented Feb. 8, 1887.

Fay. 4.

' Y I @t 4 l.

UNITED STATES PATENT OFFICE..

HARVEY R. VOLFE, OF LOUISVILLE, KENTUCKY, ASSlGNOR-TO A.' G.

MUNN, TRUSTEE, OF SAME PLAGE.

CAR-emma.

SPECIFICATION foi-ming part of Letters Parent No. 357,257, dated February a, ies-7..

Application filed October 2, 1856. Sti-inl No. 215.139. (No mmh-Ll .T0 aZZ whom, il? may concern:

Be it known that l, HARVEY R. WOLEE, a citizen of theUnited States, residingat Louisville, in the county of Jefferson and State of Kentucky, 'have invented certainnew and useful Improvements in Car-Brakes, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification.

My invention has for its object, primarily, the production of a system of brakes `for freight-trains under the control of the engineer, and whereby all of the brakes may be of ,a freight-train as is necessary to show the application of myinvention, and with the axles in section, the near Wheels being removed.

Fig. 3, Sheet l, is an enlarged rear elevation of the tender. Fig. 4,. Sheet 2, is aside elevation of a tender and box-car, representing a modificatiomwith the axles inv section and thev near wheels removed. Fig. 5, Sheet 2, is a plan view of a boxcar and iis appliances. Fig. 6, Sheet 2, is an enlarged plan view ot' the tender shown in Fig. 1. Fig. 7, Sheet 3, is a bottom plan view showing the application of the mechanism to the under side of a dat-car.

The same letters of reference are used to indicate identical parts in all the gures.

The rear axle of the locomotive-tender A has keyed or otherwise secured upon it a sprocket-wheel, B, from which a drive-chain extends around a second sprocket-wheel, C, keyed or otherwise secured to avertically-adjustable horizontal shaft, D, Whose ends are journaled in boxes E, fitted into vertical slots in a frame, F, at each side 0f the tender-plat-- form. Just within the frames F friction-pulleys G are keyed upon the shaft D, and these pulleys I preferably construct with paper or leather peripheries. y

J ournaled in suitable frames, H, upon the tender-platform is a shaft, I, which I call the v'vinding-spool,7 which shaft has keyed upon it friction-pulleys J, directly over the pulleys G. Above vthe shaft I is a third shaft, K, likewise provided with friction-pulleys L, in constant engagement with the pulleys J.

Small oscillating engines, M, of any approved construction have their pistonfrods securedby cranks or wrist-pins to the ends of the shaft K or disks thereon, so as to cause the revolution of said shaft when ste am is admitted lo the cylinders of the engines M. These cylin'- ders are set quartering to prevent dead-centers.

-To the lower sides of the frames F are secured other steamcylinders, N, whose rods are connected to the sliding boxes E in such manner that when steam is admitted to the cylinders N the shaft D israised to bring the pulleys G into contact withthe pulleys J upon the windingspool. y

O is a steam-pipe extending under the tender from the boiler,with branches Pleadng to the cylinders N, and A2 is a second steam' pipe, with branches Q leading to the cylinders of the engines M. R, operated bylevers S within reach of the engineer admitsstcam to the cylinders M N or' cuts it off. in this way either or both the power of the engines M and thetraction of the tender may be employed to drive the spool I.

The cylinders N are preferably provided with safety-valves T, ot' the usual or any suitable construction, for a purpose to be hereinafter explained. y

A ,Wire cable or chain, U, is coiled upon the spool I, to which it is securely fastened, and extends therefrom up over a guide-pulley, V, upon the top of the car just behind the tender, thence back and is fastened toand coiled upon a spool, W, looselyjonrnaled upon a shaft, a, secured transversely across the top of the car near its middle. This same shaft a has journaled upon it a similar spool, Y. To lock ther spools W and Y to the shaft a, I employ clutchblocks Vb, of the usual or any suitable construction, which, revolvingwith the shaft a, are free to slide thereon into or out of engagement with the spools W and Y, and are operated by levers c, pivoted, as at d, to the top of the car and having' forked ends with pins entering circumferential slots in the clutch-blocks.

Any suitable valve,

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The cable U, secured to and coiled upon the spool Y, extends rearward over a guide-pulley, Z, thence down under a snatch-block, e, which is secured to the upper end of a chain,

5 f, that extends down under a guide-pulley, g, and is cbnnected to the brake-lever of the ordinary brakes now in use on freight cars. From the snatch-block e the cable extends across under the snatch-block h of the next car, and thence up and back in a similar manner t the rear of the train, where it is fastened in any suitable manner.

To hold the chains f substantially vertical and keep the snatch-blocks in their proper place, guide-pulleysj are employ ed, which are journaled in brackets k, secured to the ends of the cars, as shown.

The inner ends of the spools XV Y are provided with hand-wheels 1', for readily revolving said spools to take up the slack in the cable at any time, as in making up the train, and this is done by throwing the clutch-box of the spool out of gear, whereupon the spool is free to revolve independently either to pay out or take up the cable. The cable is preferably made up in sections united by snap-hooks l for the more ready coupling and uncoupling of the same when making up the train or uncoupling the cars.

Where flat cars are to be equipped the mechanism is applied to the under side thereof, as shown in Figs. 2 and 7, and where cars not equipped with my invention are taken-into a train otherwise equipped with it, the cable is passed over them and connectedto the next equipped car.

It will be seen from this construction that when the engineer wishes to apply the brakes he merely has to admit steam to the cylinders M or N, or both of them, whereupon the pulleys J start to revolve and communicate their -motion to the windingspool I, and the pulleys G, which constantly revolve, are thrown-into contact with the pulleys J, and the cable U is drawn taut and wound upon the spool I, thereby drawing uniformly upon all ofthe chainsf and setting the brakes. The cutting off of steam at once releases the brakes, as will be readily understood.

In some cases the engines M and pulleys J may be dispensed with, in which case the weight of the tender alone would be relied upon to set the brakes. Again, as amodilication of the means for revolving the spool I, the means shown in Fig. et may be employed, where a shaft, A', journaled in a swinging frame, B, and having keyed upon it a frictionpulley, C', is adapted to engage with africtionpulley, D', keyed to the rear axle of the tender. A sprocket-wheel keyed upon the shaft A is connected by a chain to a sprocketwheel, E', upon the spool I. To vibrate thisframe so as to bring the pulleys C' D into working contact, a piston, F', is secured under the tender, whose rod is suitably connected to swinging frame B' in such manner that when steam is admitted to said cylinder said pulleys will be brought into working contact and the spool will be revolved. The cutting off of steam permit-s the frame B to swing back and carry the pulley C away from the pulley D.

While'I have described and prefer the employment of steam for throwing the drivingpulleys into gear, it is evident that this could be done by the employment of levers to be operated by hand.

Having thus fully described. my invention, I claiml. In a system of car-brakes, a continuous cable connected to the brake-rods, having its forward end secured to a winding-spool upon the locomotive-tender, steam-cylinders connected with said spool, steam-connection between said cylinders and the locomotive-boiler, and suitable mechanism within control of the engineer for governing the flow of steam from the boiler to said cylinders, substantially as described.

2. In a system of car-brakes employing a continuons cable for the operation of the brakes, the winding-spools W Y, provided with clutch-blocks for locking the same to their shaft, and means for the ready revolution of said spools, substantially as described.

3. In a system of car-brakes employing a continuous cable for the operation of the brakes, the combination, with the rear axle of the tender, provided with a sprocket-wheel,

Yof the shaft D, connected thereto and operated by the cylinders N and provided with frictionpulleys G, and the winding-spool I, provided with friction-pulleys J, substantially as and for the purpose specified.

4. In a system of car-brakes employing a continuous cable for the operation of the brakes, the combination, with the windingspool I, provided with friction-pulleys J, of the oscillating engines M, shaft K, and friction-pulleys L, the parts constructed and arranged substantially in the manner and for the purpose specified.

5. In a system of car-brakes employing a continuous cable for the operation of the brakes, the combination, with the rear aXle of the tender, provided with a sprocket-wheel, of the shaft D, connected thereto and operated by the cylinders N and provided with friction-pulleys G, the winding-spool I, provided with friction-pulleys J, the oscillating engines M, and pulleys L, theparts constructed and arranged substantiallyin the manner and for the purpose specified.

HARVEY R. WOLFE.

Witnesses:

W. I. KNAPP, L. W. HoMIsE.

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