US404054A

US404054A - Car-brake

Info

Publication number: US404054A
Authority: US
Publication date: 1889-05-28
Anticipated expiration: 1906-05-28

Description

(No Model.) s Sheet-Sheet 1. G. B. 'QUIGG.

UAR BRAKE.

No. 404,054. Patented May 28, 1889.

(No Model.) 3 SheetsSheet 3. G. B. QUIGG GAR BRAKE. No. 404,054. Patented May 28, 1889.

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' UNITED STATES PATENT OFFICE.

GEORGE B. QUIGG, OF THORNTON, ASSIGNOR TO HIMSELF, AND JOHN N.

- YOUNG, OF CHICAGO, ILLINOIS.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 404,054, dated May 28, 1889. Application filell February '7, 1889- Serial No. 299,050. (No model.)

To all whom it mag concern:

Be it known that I, GEORGE B. QUIGG, residing at Thornton, in the county of Cook and State of Illinois, and a citizen of the United States, have invented a new and useful Improvement in Car-Brakes, of which the following is a specification, reference being had to the accompanying drawings, in which- Figure 1 is an under side view of part of a railway-car, showing my improvement applied thereto. Fig. 2 is an under side view of the frame and trucks of a locomotive-tender, showing also the under side of one end of an adjoining car. Fig. 3 is a vertical longitudinal section of a part of a car. Fig. at is a detail showing the ends of two adjoining bumpers and rods ina train. Fig. 5 is a detail, beinga perspective of the lever and rod for operating the sleeve on the aXle. Fig. 6 is a detail, being a section through the sleeve and friction-disks on the axle. Fig. 7 is a modification showing another device for moving the sliding sleeve on the aXle. Fig. 8 shows a slot in one of the rods 4.

My invention relates to that class of brake devices for railway-trains which are operated by-the engineer.

The leading object of my invention is to provide an efficient and inexpensive brake system,by the use of which the engineer can apply the brakes to one or more cars in a train, which I accomplish as illustrated in the drawings, and hereinafter fully described.

That which I claim as new will be pointed out in the claims.

' In the drawings, A represents a steam-cylinder suitably secured to the under side of a tender which accompanies a locomotive.

1 is a pipe leading from the cylinder to the locomotive, which is to be provided with a valve by means of which the engineer can control the flow of steam to the cylinder A.

2 is a piston-rod which terminates, as shown, on a line just outside the frame-work of the tender.

B is a part of a car.

3 represents the ordinary draw bar and head.

4 is a rod which extends under the car B and the whole length thereof. Each end of this rod,when it is in its normal position, projects a little beyond the frame of the car. Each car of the train is to be provided with one of these rods 4, the same being supported in suitable guides, 5, so that the rod can slide 5 5' between the rod and the bar 6, the pin being so arranged that when the draw-bars are in their normal position the pin will be in 0011- tact with the forward end of the bar 6. These pins might extend into and through slots in the rods 4. (Shown in Fig. 8.)

O D are brake-bars, which carry brakes in the usual manner.

8 is a friction-disk on one of the axles E.

9 is a sleeve connected with the disk 8. In this sleeve there are two slots, 10.

11 is a collar outside of the sleeve 9, which collar is secured in place by means of screws, which pass through it and through the slots 10 and into the axle. The sleeve 9 can slide inside the collar 11.

12 is a washer of leather or other suitable material.

13 is another friction-disk on a long sleeve, 14, which surrounds the aXle, and is supported in hearings or guides l5,which are connected hole, 19, through which the rodetpasses, which 0 rod is bent at the point where it passes through the lever, as shown in Figs. 1 and 5.

20 is a brake-leverpivotallyconnected with the brake-bar O.

21 is a rod connected at one end with the short arm of the lever 20 and at the other end with the brake-bar D.

22 is a chain, one end of which is connected with the upper end of the brake-lcver20, and

the other end is connected with the sleeve 1.4.

28 is a spring between the friction-disk 8 and the collar 11.

One incline of the bent part of the rod 4 is designated by 24 and the other part by 25. In use, whenever the engineer slackens the speed of his train, the momentum of the cars causes their draw-heads to come in contact and be forced back. Then if steam be admitted into the cylinder A the piston-rod '2 will be forced outward, and its free end will come in contact with the adjoining end of the rod 4, (indicated in Fig. 2,) and such rod willbe forced backward, and the inclined part 24 of the bent portion of the rod, moving in the hole in the bar or lever 18, will cause the. fork at the end of such lever to move, moving the sleeve 14 in its bearings and bringing the frictiondisk 13 into cont-act with the washer 12 and forcing the same against the friction-disk 8,-

stated, will come in contact with the front end of a similar rod on the next car, forcing it backward and setting the brakes on such car in the same manner as above described, and this operation will be repeated upon each of the carsin the train provided with my devices. The speed of the train can thus be slackened, or the train can be readily stopped. When -the steam is shut off from the cylinder A, the piston-rod 2 will be free to move and carry the piston-heads to the front of the cylinder, and if the train be again started, or its speed increased, bringing the draw-bars into their normal position and separating the cars from each other, the pins 7 will move the rods 4 forward, and the lever 18 will be forced back to its normal position by the inclines 25 on the rods 4, carrying the sleeve and frictiondisk 13 with it, and the brakes willbe'immediately released.

The brakes can be applied from either end of the car, and the lever 18 will be operated either by the incline 24 or by the incline 25 in the rods 4. The spring 23 allows the frictiondisk 8 to be forced back a little by the pressure of the friction-disk 13, relieving the device from too great strain, and when the disk 13 .moves away from the opposite disk the spring will return the friction-disk 8 to its normal position.

A spring may be provided in the cylinder A, to return the piston-head to the forward end of the cylinder when the steam is shut off from it.

The lever 18 might be operated by a variety of devices which a skilled mechanic might readily apply, and therefore I do not limit myself to the bend in the rod 4 for the purpose of operating this lever 18. I have shown in Fig. 7 one way in which the lever mightbe operated without using the bent rod, in which Fig. 26 represents a disk pivoted on a strong stud secured to the car.

27 is a diagonal link pivoted at one end to the rod 4 and at theother end to the disk 26.

28 is an arm pivoted at one end to the disk 26 and at the other end to the lever 18.

WVith this device the movement of the rod 4 in either direction will partially rotate the disk 26, and through the connecting-arm 28 the lever 18 will be operated.

It will be sufficient, I think, to use my device on one truck only of a car.

The disks'8 and 13 have a tendency to act as brakes, and if made of considerable size would have effect as such.

The sleeve 14 may be regarded as a windlass, which will rotate when the friction disk or wheel which it carries is in proper position to be acted upon by the friction disk or wheel 8, which is secured to the rotating axle.

The outer end of the rod 2 and both ends of the rod 4 are, as shown, each provided with a head or enlargement, which heads furn sh enlarged meeting surfacesfor the adgoiningv ends of the rods and insure their contact. In Fig. 8 I have shown the rod 4 slightly flattened at the point where it is provided with a V slot. In actual use this fiattening may not be necessary. No special strain will come upon the rod at this point, as only a little power is required to move it sufficiently to release the brakes.

What I claim as new, and desire to secureby Letters Patent, is as follows:

1. The combination of a friction-disk connected with an axle of a car-truck, a sliding tube or sleeve carrying a second friction-disk and supported in bearings which hold the sleeve out of contact with the axle, and a lever for moving the sleeve in its bearings, substantially as and for the purpose specified.

2. The combination of a friction-disk connected with an axle of a car-truck, a sliding tube or sleeve carrying a second friction-disk and supported in bearings which hold the sleeve out of contact with the axle, a lever for moving the sleeve in its bearings, and a sliding rod for operating the lever, substantially as and for the purpose specified.

3. The combination of a friction-disk connected with an axle of a car-truck, a sliding tube or sleeve carrying a second friction-disk and supported in, bearings which hold the sleeve out of contact with the axle, a lever for moving the sleeve in its bearings, a sliding rod for operating the lever, and a draw-bar provided with a pin or projection to engage with the sliding rod, substantially as, and for the purpose specified.

4. In combination with the brakes of a cartruck, a friction-disk on one of the axles of the truck, a second friction-disk on a sleeve supported in bearings independent of the axle and which hold the sleeve out of contact with the axle, a lever to move the sleeve, and a sliding rod to operate the lever, substantially as and for the purposes specified.

5. In combination with the brakes of a cartruck, a friction-disk on one of the axles of the truck, a second friction-disk on a sleeve supported in bearings independent of the axle and which hold the sleeve out of contact with the axle, a lever to move the sleeve, a sliding rod to operate the lever, and a pin or projection on the draw-bar to engage with the sliding rod, substantially as and for the purposes specified.

6. In'combination with the axle of a cartruck, a friction wheel or disk connected with and rotating with such axle, a sliding sleeve or Windlass supported in bearings independent of the axle and carrying a friction disk or wheel adapted to be brought into contact with said wheel or disk which is connected with the axle, whereby the Windlass or sleeve can be rotated, substantially as and for the pure 8. In combination with one of the axles of a car-truck,- a friction wheel or disk secured to a sleeve which encircles the axle and is provided with slots, a collar which surrounds the sleeve, set-screws which pass through the collar and the slots in the sleeve and hold the same upon the axle, and a spring between the friction wheel or disk and collar, substantially as and for the purposes specified.

9. In combination with the brakes of a cartruck, a friction-disk on one of the axles of the truck, a second friction-disk on a sleeve supported in bearings independent of the axle and which hold the sleeve out of contact with the axle, a lever to move the sleeve, a sliding rod to operate the lever, and a chain connected at one end to the sleeve or Windlass and at the other end with a brake-lever, substantially as and for the purposes specified.

10. The combination of a friction-disk connected with an axle of a car-truck, a sliding Windlass or sleeve carryinga second frictiondisk and supported in bearings independent of the axle, and a washer on the axle between the two friction-disks, substantially as and for the purposes specified.

GEORGE B. QUIGG.

Witnesses:

ALBERT H. ADAMS, E. A. WEST.