US371930A

US371930A - Louis dube

Info

Publication number: US371930A
Authority: US
Publication date: 1887-10-25
Anticipated expiration: 1904-10-25

Description

(No Model.)

L. DUBE.

GAR BRAKE.

Patented Oct. 25, 1887.

N. PETERS. Phfllod thngrapher. Washingiom D, C.

iiniTnn STATES PATENT @rrrcn.

LOUIS DUBE, or ALBANY, NEW YORK, ASSIGNOR or ONEHALF TO JOSEPH DUBE, or SAME PLACE.

.CAR BRAKE.

I $PECIFICATION forming part of Letters Patent No. 371,930, dated October 25, 1887.

Application filed February 26, 1887. Serial No. 228,804. (No model.)

To all whom it may concern:

Be it known that I,LoUIs Donia, a citizen of the United States, residing at Albany,in the county of Albany and State of New York,have invented certain new and useful Improvements in Car-Brakes, of which the following is aspecification.

My invention relates to brakes for cars in which are employed the devices and elements and combinations of devices and elements hereinafter particularly described, and specifically set forth in the claims.

The object of my invention is to produce in brakes for cars of the class shown in my former invention in Letters Patent No. 354,891, granted December 28, 1886, a simpler form of construction of devices employed and more effective combinations of elements for readily applying the brakeshoes to the periphery of the car-wheels with greater or less force, at the will of the operator. I attain this object by the means illustrated in the accompanying drawings, forming a part of this specification, in which- Figure 1 is a plan view from the lower side of the car. Fig. 2 is a side elevation taken at line 1 in Fig. 1. Fig. 3 is an elevation of the devices for operating the brake viewed from inside the ear. Fig. 4 is aview, on an en larged scale, of the sheave and rack-pinion mechanism from the lower side. Fig. 5 is a side elevation of the same. Fig. 6 is a plan view of the hand operating mechanism, and Fig. 7 is a side elevation of the same.

The same letters refer to like parts throughout the several views.

In the drawings, A represents the bottom of g the car. B is one of its platforms, (the other not shown.) C is the dash-board, and D D are the wheels of the car, mounted on axles d d, which are suitably supported in bearingboxes, (not shown,) as practiced by thetrade.

E is a bracket secured to the lower side of the bottom of the car and provided with pivot bolt a. This bracket can be made with any suitable form of construction and be provided such a distance as to hold the pivoting portion of bolt a at a point about on a planewith a horizontal line when drawn at about the middle of length of the brake-shoes,or at about a point midway between the car-bottom and the rail Z.

F is a duplex cam-lever pivoted to the lower end of bracket E by pivot a. This lever has 7 its opposite arms f f made with about equal length, and has connected with it the cams F F, which cams can be made solid with said arms or be secured with them by any known suitable means. These cams F are each substantially a duplicate of the other in size and 6 5 form, and are arranged in opposition to each other, and are made to have such a form of construction as to give to their respective edge operatingfaces a progressive throw outward and off from their center of motion on pivot a, beginning each at a point past their center of motion, as at 0,011 one of the arms 1', and running outwardly on a curved line to point e, and thence relatively back of said center of motion, with a longer curved form, to a point on the other arm, as at c", at a greater distance from the pivot a than the point of be ginning of these cams, as at their respective points 0.

G G are the brake-shoes, which are pivoted on the ends of the brake-bars H. The shoes and their respective bars are suspended from the lower side of the car, or a piece attached to the same, by hangers g g, which hangers can be elastic or springlike in character, as

are sometimes used; or they can be so pivoted at their upper ends to the bottom of the car that the natiiral gravity of the shoes and bar will carry the face of the shoes to a short distance from the periphery of the wheels, as 0 indicated by dotted lines in Fig. 2.

Connected with each brake-bar H at about its middle of length is a friction-roller, h, mounted in a housing, I, as indicated by dotted lines in Fig. 1 and shown in full lines in 5 Fig. 2. These housings I are each made with a width between their upper and lower sides which will correspond with the thickness of the cams F, working between and against the rollers h.- These roller-housings I are shown to be each made with the screw-threaded stem a, which passes through corresponding holes 2 J V I 371,930

made in the brake-bar H at its middle of length, and secured by nuts 70 70. By means of these screw-nuts 7c and 7c the housing I and its roller h can be adjusted at will nigher to or farther off from the brake-bar, as may be required, or as the wear of the brake-shoes might demand an adjustment to be made to bring the faces of the shoes in proper relative situation with reference to the peripheries of the wheels they are to engage with when the cam-lever is operated.

J J are stay-rods, which are connected each at one end with a housing I and at the other end with the ear. These stay-rods hold these housings from being thrust sidewise and from their normal positions when the cams are being operated against the rollers h in directions their length, permit the housings to be moved forward from the pivot a on which the camlevers move.

K K are draw-rods suitably connected with the respective ends of the cam-lever F, and are carried past the ends of the car and to beneath the platform of the same, where they connect with draw-chains L in the usual manner. The draw-chains L (one only is shown) are connected with the sheave-wheels M by means of a lug, m, made solid with each said wheel, as shown in Fig. 4, and these sheavewheels are each secured to a shaft, N, to which is fixed the toothed wheel or pinion 0, so that they.the sheave-wheel, shaft, and toothed pinionwi1l revolve together. The shaft N, to which the sheave-wheel M and toothed wheel 0 are fixed, is supportedin suitable bearings, n a, secured to the lower side of the platform B in a firm manner.

P is a foot-rack, which is supported in a vertical position by a suitable way, P, which is secured to the platform B. The toothed side of this rack engages with the toothed pinion o, and its upper end is provided with a foot-plate, p. A downward pressure on the foot-plate of this rack will cause it to revolve the toothed pinion O, and thereby revolve shaft N and sheave M, so that the latter will be made to draw on draw-rod K through chain L and operate to move the cam-lever so as to cause the brake-shoes to be brought in contact with the peripheries of the car-wheels.

Q is a gravity-rack, suitably guided by the way Q, secured to the platform. This gravity-rack is so arranged in relation to the sheave M, toothed pinion O, and foot-rack P that when the major portion of the teeth of this gravityraek is down below the toothed pinion the footrack will be raised and the chain L will be un-. wound from off sheave M, as illustrated in Fig. 2. Secured to the upper end of this gravity-rack Q is the holding-rack R, having its upper end guided in a suitable way, a", connected with the hand-rail R of the dash-board. The teeth of this rack are preferably made with inclined upper sides, as shown in Fig. 7. A detent, s, is placed opposite said teeth for engagement with the same, and a spring, 8', arranged to press on the opposite side edge of this rack, forces said toothed portion forward, so that one of its teeth will have engagement with said detent s.

T is a hand-lever working through a suitable eye made in piece S, holding the holdingrack R. Thislever is pivoted with piece S, and its upper limb serves as a handle, by which it will be operated,while its lower limb is so bent as to bring its end to a bearing on two or more of the teeth of the holding-rack, as shown in Figs. 3 and 7. When this hand-lever is moved in direction of arrow 1 in Figs. 3 and 7, the opposite end of the lever will be moved in direction of arrow 2 in Fig. 7 and be made to crowd against the toothed side of the holdingrack R and force it back from detent s, so as to be free from engagement with the same, the spring 8' at the same time yielding before the pressureof theholding-rack pieeeonit. When released from detent 8, this holding-rack will be free to move down through its way 1* in piece S until stopped by its lower end striking on the upperend of way Q of gravity-rack Q. A suitable handle, q, is provided at any convenient point on the holding-rack for raising the same when desired.

The manner in which the several parts of this invention operates is as follows: When the foot-lever P is raised up, as shown in Fig. 2, the gravity-rack Q will be down and the draw-chain L will be unwound from sheave M and the cams F F of cam-lever F will be in position shown in Fig. 1,with .the brake-shoes G off from the peripheries of the car-wheels, While thegravity-rack Q will,by its own weight and weight of the holding-rack R, hold the toothed pinion M to position for holding the foot-rack up, as shown in Fig. 2. In the abovedescribed position of the several parts the said parts are in their normal position and in readiness for operation at the will of the driven.

When the brake-shoes are to be brought against the peripheries of the car-wheels, the operator will place one of his feet on the foot plate 1) and force the foot-rack P downwardly and in direction of arrow 3, and thereby cause the said foot-rack to revolve the toothed pinion 0 and the sheave M, when the latter will wind on chain L, and through it and the drawrod K move the cam-lever F in direction of arrow 4, and cause the cams F F to move in a wedging manner against the respective rollers h in housings I, and thereby, through stems i and the brake-bars H, force their respective brake-shoes G G against the peripheries of their corresponding ear-wheels. When the foot-rack P is being pressed down, pinion 0 will be revolved, and in its revolution it will operate with the gravity-rack Q to raise it and its connected holding-rack B, when the detent s will engage with some one of the teeth in said holding-rack and hold the latter up to Where it is raised to, and thereby, through the lIO pinion O and sheave M, hold the draw-chain L wound on said sheave, with the brakeshoes G pressing against the car-wheels through the operations of the cam-lever and its cams F F with the friction-rollers of the brake-bars. When the wheels are to be released from the action of the brake-shoes, the operator will, with one hand on the handle of the lever '1, move said lever in direction of arrows 1 in Figs. 3 and 7, when the opposite end of said lever will be forced against the holding-rack B, when spring 8 will yield and said rack will be moved off from engagement with detent s; and when free from this detent the weight of this holding-rack and its connected gravityrack will operate to revolve pinion O in a reversed direction and cause the sheave M to unwind the draw-chain and atthe same time effect.

an elevation of the foot-rack P to its normal elevated situation, when the brake-shoes will be allowed to move away from the peripheries of the car-wheels, and the cam-levers, with their cams, will be moved to their normal positions preparatory to another operation.-

By means of the handle q, with the holdingrack R, the operator can, by lifting upon it, operate the rack Q, and through it and the pinion O and sheave M wind up the draw chain L, and thereby draw the brake-shoes tight against the car-wheels; or, again, the operator can, with one hand lifting on handle q and with a foot on the foot-rack, operate conjointly both the gravity-rack and foot-rack to cause the pinion and sheave to revolve and wind on chain L for tightening the shoes on the ear-wheels.

I claim 1. In brakes for cars, the cam-lever F, l1aving with it the duplex cams F F, constructed with the curved faces 0 c and c c, and arranged in relation to the center of motion or pivot 04 of the said cam-lever, in combination with the opposite friction-rollers and thebrakebars between the said rollers and the brakeshoes, substantially as and for the purposes set forth.

2. In brakes for cars, the combination, with brake-shoes G G, brake-bar H, andthe cam F, of a friction-roller, h, contained in housing I and attached to a stem which is adapted to be adjusted in relation to the brake-bar and said cam, substantially as and for the purposes set forth.

3. In brakes for cars, the combination, with the cam-lever F, draw-bar, and draw-chain,

of sheave M and toothed pinion O, fixed to the same shaft, and the foot-rack P and gravityrack Q, operating with said pinion and in opposition to each other, substantially as and for the purposes set forth.

4. In brakes for cars, the combination, with the sheave operating with the draw-chain and the toothed pinion fixed on the same shaft and operated by the footrack I, of the gravityrack Q. and holding-rack R, suitably guided and provided with a detent which will retain said holdingrack in its lifted situation until released at the will of the operator, substantially as and for the purposes set forth.

5. In a brake for cars, the combination, with a chain-winding sheave and pinion fixed to the same shaft and afoot-rack operating with said pinion, of a second rack operating also with said pinion and in opposition to the foot-rack, the holding-rack It, detent 3, spring 8, and

lever T, operated at will to disengage the said holding-rack and detent, substantially as and for the purposes set forth.

6. In a brake for cars, the combination, with the foot-rack and a pinion, and sheave operating with the draw-chain of the brake, of the gravity or second rack, operating also with the said pinion, and provided with a lifting-handle, q, substantially as-for the purposes and operations set forth.

LoUIs DUBE.

Witnesses:

ALEX. SELKIRK, CHARLES SELKIRK.