US412520A

US412520A - Frederick miller

Info

Publication number: US412520A
Authority: US
Publication date: 1889-10-08
Anticipated expiration: 1906-10-08

Description

t 2 Sheets S het 1. F. MILLER & Gr. GREGORY.

(No Model.)

GAR BRAKE.

Patented Oct. 8, 1889 WITNESSES.

A TTORIIIEYS. v

(No Model.) 2 Sheets-Sheet 2.

MILLER & G. GREGORY.

UAR BRAKE.

110.412.5201 PatentedOot.8,1889.

WITNESSES: INl/EIVTOP:

A Tron/ms.

UNITED STATES PATENT OFFICE.

I FREDERICK MILLER, OF J OHNSTOWN, AND GEORGE GREGORY, OF BRAD- DOOK, PENNSYLVANIA; SAID MILLER ASSIGNOR TO SAID GREGORY.

CAR-BRAKE.

SPECIFICATION forming part Of Letters Patent NO. 412,520, dated October S, 1889.

Application filed May 14, 1889. Serial No. 310,699. (No model.)

To all whom it may concern:

Be it known that We, FREDERICK MILLER, of J ohnstown, in the county of Oambria, and GEORGE GREGORY, of Braddock, in the county of Allegheny, and State of Pennsylvania, have invented a new and Improved Oar-Brake, of which the following is a full, clear, and exact description.

The object of the invention is to provide a new and improved car-brake which is simple and durable in construction and very effective and self-acting in operation.

The inventionconsists of a weighted lever supported by means under the control of the operator and of a chain connected with the said lever and with the brake mechanism proper.

The invention also consists in certain parts and details and combinations of the same, as Will be fully described hereinafter, and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is a side elevation of the improvement as applied. Fig.2 is a like View of the same in a difierent position, with parts in section; and Fig. 3 is an enlarged plan view of the improvement.

On the under side of a car A is held a cylinder B, connected by a branch pipe 0 with a pipe 0, through which is passed air, water, or any other fluid under pressure and under the control of the engineer. In the cylinder B operates a piston connected with a pistonrod D, extending through one end of the cylinder B opposite the inlet of the branch pipe 0'. When the operator permits the fluid under pressure to pass into the cylinder B, the piston is moved outward, moving thepistonrod D in the same direction.

On the piston-rod D is pivoted a lever E, pivotally connected at its lower end with a link E, fulcrumed on one end of the cylinder B. From the other end of the lever E extends longitudinally the rod F, connected with the chain 'F, wound on a drumsecured on the brake-staff F From this end of the lever E also extends in the opposite direction from the rod F a rod G, connected with one end of the chain H, passing over an idler H, mounted to turn on the under side of the car A. The end of the chain H is secured to a Weight I, pivoted at I on a rod J, extending through a large recess I in the said weight I,

so as to permit the weight to swing on the lever J. The latter is fulcrumed at J to one end of the cylinder B, and is pivotally connected by a forked link K with a chain L, passing over a pulley N and secured to the same. The pulley N is fastened on a shaft 0, mounted to turn in suitable hangers secured to the under side of the car A. On the shaft O is also secured a pulley P, somewhat less in diameter than the pulley N. 011 this pulley P is secured one end of a chain Q, adapted to wind on this pulley and also passing over a pulley R, from which the chain extends upward and is secured to the under side of the car A. The pulley R is mounted to turn on the end of a link S, connected with one end of the brake-levers of the brake mechanism T, of any approved construction. On the end of the oylinderD areheld two segmental ratchets U, the center of which is in the pivot J, forming the fulcrum for the lever J. The teeth of the ratchets U are adapted to be engaged by a pawl U, held on top of the lever J and pivotally connected with a lever U fulcrumed in its middle on the lever J. The other end of the lever U is pivotally connected with a link V, pivotally connected with the lower half of the weight I, held on the lever J. (See Fig. 2.) The pulleys N and P are preferably located alongside each other on the shaft 0, so as to form a double pulley.

The operation is as follows: When the carbrake is in the position shown in Fig. l, the operator has permitted the fluid under pressure in the pipe 0 to pass from the latter by the branch pipe 0 into the cylinder B. The piston, as well as its rod 1), is thus moved outward, whereby the Weight I is drawn into an uppermost position by the lever E, the rod D, and the chain H. The lever J is thus also drawn into an uppermost position, as shown in said Fig. 1. The same movement of the lever J and its weight I can also be accomplished by the operator turning the brakestait F connected by the brake-chain Fwith the rod F and with the lever E aforesaid. IVhen the lever J is in its uppermost position, the brake mechanism T is held in like position by the chain Q, connected with the pulley P. \Vhen the operator desires to apply the brake, he either allows the fluid under pressure to escape from cylinder B or turns the brake-staff F so that the lever E is free to swing to the cylinder B to return the piston in the said cylinder to its original normal position. This motion of the leverE permits the weight I to swing downward, so that the leverJ swings in the same direction, and, by the link K and the chain L, turns the pulley N, secured on the shaft 0, in the direction of the arrow a. The turning of the shaft 0 causes the lever P to turn in the same direction, so that the chain Q is wound up 011 the said pulley, and the link S, carrymg the pulley R, over which passes said chain Q, moves in the direction of the arrow 1), whereby the brake mechanism T is actuated and the brakes are operated in the usual manner. The caris thus braked. The downward-swinging mot-ion of the weight I and the lever J also causes a swinging of the weightJ itself on the said lever J. This movement of the weight I into the position shown in Fig. 2 causes a pull on the link V, whereby the lever U is turned and the pawl U is moved toward the cylinder B to engage a tooth of the ratchets U. The lever J is thus locked in position and the brak es are held on by the force of the weight I, as previously described. The brakes are held on until the operator either turns the brake-staff F so as to wind up the chain F, or lets fluid under pressure into the cylinder B. Either of the two operations causes the lever E to swing so that the weight I swings on the leverJ into its former position, so as to withdraw the pawl U from the ratchets U. A further movement of the lever E by either of the above operations causes an upward swlngin g of theweightIand tl1elever.I,whereby the shaft 0 is free to revolve to its former position to release the brakes. Thus it will be seen that the weightl holds the brakes on until the weight is moved to its former position and held there either by the fluid under pressure or by means of the brake-stalf, as previously described. It will furtherbe seen that after the weight I has swung downward it locks the lever J in place, so as to hold the brakes on as long as desired.

Having thus described our invention, what we claim as new, and desire to secure by Letters Patent, is

1. In a car -brake, the combination of a pivoted lever connected to one of the brakelevers, a weight pivoted on the said pivoted lever, and means, actuated by the said weight, for locking the lever in position, substantially as and for the purpose set forth.

2. In a car-brake, the combination, with a lever and a weight held on the free end of the said lever, of a chain connected with the said.

weight and under the control of the operator to support the weight when the brakes are off, a second chain connected at one end with the said lever, a double pulley on the periphery of which the other end of the said second chain is secured, and a third chain held on the said double pulley and connected with the brake-lever, substantially as shown and described.

3. In a car-brake, the combination, with the ordinary brake mechanism, of a chain connected with one of.the brake-levers of the said brake mechanism, a double pulley on which winds the said chain, a second chain held on the said double pulley, and a weighted lever connected with the said second chain, substantially as shown and described.

4. In a car-brake, the combination, with the ordinary brake mechanism, of a chain connected with one of the brake-levers of the said brake mechanism, a double pulley on which winds the said chain, a second chain held on the said double pulley, a weighted lever connected with the said second chain, and a locking device to hold the said lever in place when the brakes are on, substantially as shown and described.

5. In a car-brake, the combination, with a lever and a weight pivoted on the outer end of the said lever, of a fixed segmental ratchet held on the pivot of said lever and a pawl adapted to engage the said fixed segmental ratchet and actuated by the said weight, substantially as shown and described.

(i. In a car-brake, the combination, with a lever and a weight pivoted on the outer end of the said lever, of fixed segmental ratchets held on the pivot of said lever, a pawl adapted to engage the said fixed segmental ratchets and actuated by. the said weight, a second lever pivoted on the said first-named lever and connected with the said pawl, and a link pivotally connecting the weight with the said lever, substantially as shown and described.

FREDERICK MILLER. GEORGE GREGORY.

Witnesses:

ED. E. HOHMANN, WM. PIPER.