US405266A - mauree - Google Patents

Description

(No Model.) 2 Sheets-Shes# I. L. MAURBB. 8u H. C. SCI-IEEE. COMBINED CAB. BRKE AND CLUTCH.

No. 405,266. Patented June 18, 1889.

Wlzess es.

N. PETERS, Photo-Lithograph, Wnsh nnnnnnnn 1 (No Model.) v 2 Sheetssheet 2.

L. MAURER. 8v H. C. SGHBER.

vGQMBINED GAR BRAKE AND CLUTCH.

Wileses. 58 @4M UNITED STATES PATENT OFFICE.

LUDNVIG MAURER AND HEINRICH CHRISTIAN SCHEER, OF NEV YORK, N; Y.

COM'BIND CAR BRAKE AND CLUTCH.

SPECIFICATION forming part of Letters Patent No. 405,266, dated J' une 18, 1889.

Application filed March 5 v1889. ,Serial No. 302,015. (No model.)

T0 aZZ whom it may concern:

Be it known that we, LUDWIG MAURER and HEINRICH CHRISTIAN ScHnER, citizens of the United States, residing at New York, in the county of New York and State of New York, have invented certain new and useful Improvements in a Combined Car Brake and Clutch; and we do 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 had to theaccompanying drawings, and to the letters and iigures of reference marked thereon, which form a part of this specification.

rlhis invention relates to certain new and useful improvements in car brake and clutching mechanism, and while it is designed more particularly for use upon elevated roads it is of course applicable to surface roads as well. It has for its object to prevent derailment of the cars, and also to provide for the almost instantaneous stopping of the cars when occasion may require.

Heretofore, even with the best forms of brakes wherein pressure upon the wheels has been relied upon to stop the carit has been found that during vthe winter and upon oc casions when the rails are slippery such brakes have failed to accomplish the desired results, for the reason that the wheels would fail to hold upon the rails, but would slide or skid thereon, resulting not only in failing to stop the car but in wearing a flat place upon the wheels, necessitating repairs thereto or the substitution of new wheels therefor.

To avoid the objections above noted, to

' prevent the derailment of the car, and to such other ends as the invention may pertain, the same consists in the peculiar combinations and in the novel construction, arrangement,

l and equipped with our improvement. Fig. 2

is a longitudinal horizontal section through the gripping mechanism. Fig. 3 is a central vertical section of a portion of the same on an enlarged scale. Fig. 4 is a vertical transverse section through Fig. 3. Fig. 5 is abottom plan view of the main gripper with the central rail shown in section.

Like letters indicate like parts throughout the several views.

Reference now being had to the details' of the drawings by letter, A designates a car, B the supporting-wheels, and C the aXles.

Arranged centrally between the rails (not shown) on which the wheels B travel is the rail D, which maybe of any known construction, provided it have its tread extended upon both sides of its vertical web, as shown at CZ in Fig. 4L.

While in Fig. l we have shown two sets of the grippers and both sets arranged to be simultaneously operated by means of a single hand-lever on the car, in practice we may sometimes employ. but one, as shown in Fig.

3, or we may use more if found necessary or desirable; and it is of course evident that a whole train of cars may have the gripping mechanism. so connected as to be operated by a single lever on the engine or any one of the cars; but as the present invention resides in the gripping mechanism itself, and not in any particular means for operating the same, no such construction is shown.

Secured to the bottom dof the car is the block E, provided centrally with the vertical recess e, and upon each side of said recess e with a vertical recess ef. The 'side walls of this block E are provided with the vertical slot E', arranged centrally of the recess e, and with the vertical slots e2, arranged centrally of the recesses e.

F is the principal gripper provided with a shank f, working in the recess e of the block E, and f is a bolt passed throughthe slot E in the block E and through the shank f of the gripper and provided upon its ends with the nutfz. The body of this gripper is recessed to form the chamber F to receive the tread of the rail, and with the inwardly-extended jaws F2, adapted to extend beneath the iianges d of the rail and prevent dis- ,snow or iee or other foreign substance from the tread of the rail D.

G G are pressu re-bloeks formed with sh anks g, which work in the recesses e in the block E upon opposite ends of the gripper F.

g are bolts passed through the vertical slots e2 in the side walls of the block E and through the shanks g of the blocks G. To prevent injury to the blocks G by contact with obstructions upon the track,the ends of the block E are provided with buffers or guards G', as shown in Fig. 3. The bolt f carries upon opposite ends upon the outside of the block E a rocking lever or horizontal arm II.

Depending from the bottom of the car are 1 the brackets or arlns II', which serve as sup- 3 ports for the pivots of the levers hereinafter described.

I I are levers pivoted at one end to said' supports l-I by means of the pivots Iz', and at i their inner ends pivotally connected together by means of the bar J, which in turn is pivoted at its center, by means of the pin '7, to the arlns K, which at one end are pivotally connected, by means of the pivots k, to the sup- I ports K', depending from the bottom of the car. The arms I near their outer ends are connected by the cross-bars L, which have pintles at their ends sliding in `longitudinal slots in the bars I.

M M are levers connected to the cross-bars Il and with the bolts g of the blocks G, and

their free ends are arranged beneath the ends of the rocking levers H, as shown in Figs. 2 and The levers I and M are conneeted by means of the links N, having at each end a pin, one of which is attached to the lever M and the other to the lever I, as shown best in Fig. 2.

O is the operating-lever pivotally secured to the car and connected by means of the vertical link or rod P with the free ends of the arms K through the medium of a cross-barP.

The operation is simple and apparent. The manipulation of the lever O causes the levers M to press with their free ends against the under side of the rocking levers H, thus forcing upward the gripper F and causing its jaws F2 to grasp and bind against the under side of Vthe iianges d of the rail D, and simultaneously therewith and by the same operation the pressure-blocks G are pressed down upon the top of the rail with the force in the opposite direction to that of the gripper, thus i'orming a most powerful grip. The lever is held in its adjusted position through the merail.

lVhen two of the above-described devices are employed on one car, they are connected so as to be operated simultaneously, as shown in Fig. l, and when the devices 011 one car are to be connected with those on the next car, or` all the cars on a single train are to be con nected so as to operate" simultaneously, suitable mechanism may be employed, such, for instance, as a connecting-rod, as indicated-at R in Fig. l.

At switches and crossings the central rail will necessarily have to be tapered, as shown at D4 in Fig. 5.

What we claim as new is* l. The combination, with the car and the rail D, of the verticallymovable gripper having jaws to engage the flanges of the rail, and the pressure-blocks arranged one at each end of said gripper and adapted to move in a direction opposite to the movement of the gripper and to bear upon the top of the rail, substantially as and for the purpose speciiied.

2. The combination, with the rail, of the gripper and theinclined serapers on the ends of the gripper above the top of the rail, substantially as and for the purpose specified.

3. The combination, with the rail D, having flanges (I, of the gripper having jaws to engage said flanges, and inclined at its ends, as at F3, substantially as and for the purpose specified.

4. The combination, with the verticallyadjustable gripper and the vertically-movable pressure-blocks, of the system of levers for moving said blocks and gripper in opposite directions, substantially as shown and described.

5. The combination, with the ear and the verticallymovable gripper and pressureblocks, of the lever II on the gripper, the levers M, acting on the lever I-I, and the system of levers for operating the levers M, substantiallyas shown and described, and for the purpose specified.

6. The combination With the car, the vertically -niovable gripper, and the pressureblocks movable in the opposite direction to that of the gripper, oi' the levers Il, moving with the gripper, the levers M, connected with the pressure-'blocks and acting on the levers I-I, and the system of levers connected with and arranged to operate the levers M, substantially as and for the purpose specified.

In testimony whereoi:` we aiiix our signatures in presence of two witnesses.

LUDWIG MAURER. HEINRICH CHRISTIAN SCHEEP.

"Witnesses:

AUGUST SCHMIDT, GEO. W. YOUNG.

TOO

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