US393561A - Car-brake - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1. H. S. HOPPER.

OAR BRAKE.

No. 393,561. Patented Nov. 27, 1888..

91 Zim'm V (No Model.) 2 heets-Sheet 2.

H. S. HOPPER.

GAR BRAKE.

No. 393.561. Patented Nov. 27, 1888.

o I G,

WITNESSES, HUMOR,

N. PETERS Phhiu ljthbgnphur. Wishinglnn. D. C.

UNITED STATES PATENT OFFICE.

HENRY S. HOPPER, OF DETROIT, MICHIGAN.

CAR-BRAKE.

$PECIPICATION forming part; of Letters Patent No. 393,561, dated November 27, 1888.

(No model.)

To all whom it may concern:

Be it known that I, HENRY S. HOPPER, a citizen of the United States, residing at De troit, county of Wayne, State of Michigan, have invented a certain new and useful Improvement in GarBrakes; and I declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which. it appertains to make and use the same, reference being bad to the accompanying drawings, which form a part of this specification, and in which- Figure 1 is a View of the bottom of a car, showing trucks and my invention attached thereto. Fig. 2 represents a side elevation of a section of a car-truck, illustrating another view of my invention. Fig. 3 is a rear elevation of an axle and wheels, showing the mode of attaching my invention to the axle, with parts in section. Fig. 4 is a rear elevation with parts broken away. i

This invention relates to that class of automatic brakes known as momentumbrakes, in which the momentum of some moving part set in motion by the movement of the car is utilized as the force to set the brakes.

My invention consists, essentially, in a flywheel journaled freely on a sleeve, which in turn loosely embraces an axle of the truck, and both take up the motion of the axle. An adjacent spool adapted to wind upon itself a brake-chain is by the momentum of the flywheel brought into frictional engagement with the latter whenever the sleeve is checked, the hub of the wheel being thereby caused to ride over a lateral cam at the end of its hub. The motion of the sleeve is checked by frictional shoes so engaged with the drawbars that they brake the sleeve whenever there is an inward pressure on either draw-bar and in a degree proportioned thereto; also, in the combination, with the foregoing, of a ratchet bar and pawl, the bar being engaged directly with the carwheel brake-lever and adapted to hold the brakes when set, and a light chain at the end of the bar, wherebyit may be frailly connected with the adjacent car, so that should the train separate the chain, before severing,will set the brakes and the pawl hold them set; also, in such a construction of the mechanism that it may be applied as an attachment to a car having the usual hand-wheel brake mechanism and without impairing the latter or its usefulness.

In carrying out my invention, A is acar; B, one of its axles; C 0, its draw-bars; D D, its brake-beams; I)", the brake-lever; D, the brake-shoes; E E, respectively, its brake rod and chain, and E the usual brake-staff and hand-wheel.

F is a fly-wheel journaled freely on a sleeve, G, and the latter loosely embraces the axle, so that when the car is in motion the sleeve and fiy-wheelwill take up the motion of the car. The hub of the wheel and the shoulder 9 present cam-surfaces g to each other, so that when the sleeve is checked the momentum of the flywheel, carrying it onward, causes one cam to ride up on the other and so shift the wheel lengthwise along the sleeve.

G is a fixed collar.

H is a conical collar fixed to the axle and, with the conical end f of the hub of the flywheel, constitutes a double conical hearing.

I is a spool journaled loosely on said bear- 111 3 is a brakeehaiinand J a rod engaging the latter with the brake-lever D", so that when the chain is wound on the spool the brakes are set.

K is a lever swung from its top.

K is a similar lever pivoted at k to a link, It, which is in turn swung from its top.

It is a connecting-spring, and K represents friction-shoes which embrace the loose sleeve G. A rod, L, is adjust-ably engaged with the lever K. It connects the latter with the end of a lever, M, which is in turn united with the draw-bar, as shown, so that a thrust upon the draw-bar forces the top of the lever K toward the axle, sets the friction-shoes K, and checks the sleeve G.

L is another rod engaging the same lever K, and, extending to the opposite end of the car, is fastened to a lever, M, as shown, and the latter is united to the adjacent draw-bar C, so that a thrust on the latter likewise operates to set the friction-shoes K The lever M is engaged with the rod L in such a way that should the train break in two at this point the frail chain N" before it severs will draw upon the rod L and set the brakes, while at the same time the connection at at will give way, so that the lever may not be broken nor the chain be required to overcome the resistance of the draw-bar spring in setting the brakes. I would ordinarily simply seat the lever in a squared recess in the end of the rod L, or make some other easily-separable connection of the two parts.

N is a ratchet-bar connected with the brakelever D.

n is a pawl adapted when the bar N is moved 'forward in the setting of the brakes to hold it in that position.

N is a light chain that may be engaged with the adjacent car, so that should the train break in two the chain before severing will set the brakes and the pawl hold them set. The pawl may be engaged with a rod, n, projecting to the side of the car, whereby it may be disengaged atwill, and a ball, 11 may, when thrown beyond its upright position, serve to hold the pawl disengageda matter desirable when making up trains or switching about the yard. The levers M M serve to trip the pawl when either draw-bar is pulled.

I is a sup11 orting-arm for the spool. It springs toward the fly-wheel just enough to hold the latter engaged with the cams g, but not enough to make a frictional contact between the spool aud wheel su flicient to revolve the spool.

The operation will now be understood. Vhen the train is being pulled in either direction, the sleeve and lly-wheel take up the motion of the car. Now, coming to a downgrade, the speed is checked at the locomotive and the draw-bars are thrust inward. This thrust cramps the friction-shoes K against the sleeve G, checking its motion. The flywheel by its momentum continues onward, and the cams g thrust the fly-wheel toward the spool 0 I, clamping it between the conical heads which constitute its bearing, the chain J is wound upon it, and the brakes are set. The friction which holds the spool is due solely to the bearing of the shoes K, and this is proper- 5 tioned to the thrust on the draw'bar, being light when the engineer is simply checking the speed and strong when he seeks to stop suddenly. The pawl holds the brakes set, but the slightest pull on the draw-bar causes the lever 0 M to trip the pawl, and the friction-shoes 1U are simultaneously released from the sleeve G. If the train stands at rest and backs from a standing position, the shoes K are set at once and the sleeve G and flywheel are held against revolving, and the car-brakes therefore remain off. So, also, if the brakes are set by stopping the train, and it is desired to back, the brakes may be first released by a slight start forward. The ordinary brakewheels may be employed, when desired, and by employing a distinctive wheel abrakeman on the train may at once see which cars have the automatic brakes.

Any car provided with the apparatus is complete in itself and may be coupled into any train, taking care of its own brakes, regardless of the other cars or of the brakeman.

What I claim is 1. The automatic momeutunrbrake mechair ism, consisting of the combination, with the draw-bar and brake-lever, of a fly-wheel journaled freely on a sleeve which loosely embraces the axle, an adjacent spool having a chain engaging it with the brake-lever, friction mechanism adapted by the thrust of the drawbar to engage the sleeve, and a cam on the sleeve, whereby the flywheel is shifted into frictional engagement with the spool and its momentum utilized to set the brakes, sub stantially as described.

2. In an automatic brake mechanism, the combination, with the brakes and a ratchet rod and pawl adapted to hold the brakes when set, of a rod connected with the draw-bar and arranged so as to trip the pawl and release the brakes when the car is started, substantially as set forth.

3. On a freight-car, the combination, with the automatic momentum mechanism for setting the brakes and a ratchet rod and pawl for holding them, of.means for holding the pawl disengaged when desired, substantially as described.

4. I11 an automatic momentum-brake, the combination, with the spool, the fly-wheel,and sleeve provided with engaging cam-faces g, of brake-shoes adapted to engage the sleeve and retard its motion, the construction being such that by the onward movement of the fly-wheel the cams will shift the wheel into frictional engagement with the spool, substantially as described.

5. In an automatic momentunrbrake, the combination, with the fly-wheel, the sleeve provided with engaging cam-faces g, the shoes adapted to retard the motion of the sleeve, and the spool adapted when revolved to set the brakes, of a supporting-arm, 1, adapted to give the spool a slight lateral pressure against the fly wheel, substantially as described.

6. In an automatic momentum-brake, the combination, with the spool, the fly-wheel, the sleeve provided with cam-faces g, and the shoes adapted to retard the motion of the sleeve, of a lever or levers adapted to support the shoes adjacent to the sleeve, substantially as described.

7. In an automatic momentum-brake, the combination, with the spool, the fly-wheel, the sleeve provided with cam-faces g, the shoes adapted to retard the motion of the sleeve, and the supporting-levers K K, of a supportinglink, It, and a connecting-spring, 7:", adapted to give the levers a simultaneous lateral motion, substantially as described.

8. In an automatic momentum-brake, the

conibiation, with the brake mechanism and and lever M, whereby a thrust on this drawrod L, of the lever M and frail chain N the bar will set and hold the brakes and a draft said lever and rod united at m by an engage upon it will trip the pawl and release the ment adapted to readily separate when the brakes, substantially as described.

5 chain is strained, substantially as described. In testimony whereof Isign this specification r 5 10. In an automatic momentum-brake, the in the presence of two witnesses. combination, with the friction -shoes, their HENRY S. HOPPER. supports, and the pawl and ratchet, of the rod Witnesses: L, extending to the opposite end of the car, M. B. ODOGHERTY,

10 and in connection therewith the draw-bar O W. H. CHAMBERLIN.

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