US635358A - Wagon-brake. - Google Patents

Description

No- 635,358. Patented Oct. 24,. was. a. A. STARK.

WAGON BRAKE.

(Application filed. May 20, 1899.)

(No Model.)

improved automatic brake mechanism, parts NITED STATES ATENT Prion.

GUSTAF A. STARK, OF KENSINGTON, MINNESOTA.

WAGON- BRAKE.

SPEGIFICATION forming part of Letters Patent No. 635,358, dated October 24, 1899.

Application filed May 20,1899.

T0 at 2071,0772, it may concern:

Be it known that I, GUsTAF ABEL STARK, a citizen of the United States, residing at Kensington, in the county of Douglas and State of Minnesota, have invented a new and useful Automatic Brake for WVagons and Like Vehicles, of which the following is a specification.

The invention relates to automatic brakes for wagons; and it consists in the construction and novel combination of the parts of the same, as will be hereinafter fully described and claimed.

The object of my invention is to produce an automatically-operated brake for wagons which when the wagon to which it is applied is descending a hill will automatically apply the brake-shoes to the tires of the wheels of the vehicle, and thereby retard the descent of the vehicle through the force exerted on the neck-yoke, and when the vehicle has reached the level ground at the bottom of the hill will release the force exerted on the brake and draw the whiffietrees forward on the wagontongue, and thereby release the brake-shoes from contact with the tires of said wagonwheels by the pull of the team on the whiffletrees, which are connected with the brake mechanism.

In the accompanying drawings, Figure 1 is a side elevation of my improved automatic brake mechanism applied to the running-gear of a wagon. Fig. 2 is a top plan view of my of the vehicle-tongue being broken away near its front and rear ends. Fig. 3 is a bottom plan view of the improved automatic brake mechanism, showing the push-bar G in place and connecting the neck-yoke with the levers or equalizers I I, the outer ends of which are pivoted to the inner ends of the pivoted levers H H and the latter by link-bars J J to the inner ends of the adjustable levers G 0, provided at their outer ends with the brakeshoes F.

Referring now to the drawings, the same reference letters refer to the same parts throughout the several figures.

A denotes the transversely-disposed sta tionary bar, which is secured to the lower faces of the rearwardly-diverging attaching- Serial No. 717,673. (No model.)

The brake-levers O G are provided intermediate their ends with holes E, which are adapted to be brought into alinement with corresponding holes E at opposite ends of the stationary bar A to receive the bolts D for pivoting them to place. The inner ends of said brake-levers O O are connected by short link-bars J J with the outer ends of levers H H, fulcrumed at their centers by bolts K K to the tongue-braces through the resting-block L. The brake-applying and brake-releasing bar G is held to place, so that it can move longitudinally along the lower face of the wagon-tongue, by staples driven into the lower face of said wagon-tongue at suitable intervals over the said bar G.

At its front end the wagon-tongue is provided with a clevis S and on the under side immediately in rear of said clevis with aring T. The neck-yoke is connected through a link, ring, or other suitable means with the front end of the brake-applying and brakereleasing bar G, which pushes back the levers I I and operates the series of connections H J O and applies the brake-shoes to the wheel-tires.

The slot U made in the brace M, secured upon the wagon-tongue near its rear end, is alined with a similar slot made longitudinally in the wagontongue immediately beneath the slot U. The key-bolt V passes down through these alined slots and permits the longitudinal movement of the push-bar G necessary to apply the brake-shoes when said bar G is pushed backward and to release the brake-shoes when said push-bar G is drawn forward by the team.

When the wagon is descending a hill, the backward push begins with the neck-yoke and pushes the bar G, levers H H, and lov ers C 0, all connected by the levers I I and arms J J, and forces the brake-shoes against the tires on the front wheels of the wagon and effectually brakes said Wheels during the entire time the wagon is making the descent of the hill. When the strain is released from the neck-yoke and the pull comes upon the key-bolt V, the latter moves forward with the bar G and the brake shoes F become released from engagement with the wheel-tires.

The pivot-link P, secured to the wagonarms by four bolts B, Figs. 2 and 3.

tongue, is designed to be thrown back over the ring or link Q to hold the push-bar G in place and preventit from operating the brake when it is desired to back the wagon.

The ring Q is connected to the strap N. The belt V passes through the slot U in the plate M and through openings provided therefor and connects the strap N, the whifi'ietrees, and the push-bar G.

Having thus fully described my invention, what I claim, and desire to secure by Letters Patent, is-

In an automatic wagon-brake, the co1nbination with the front axletree and front wheels of the running-gear of a wagon, of the wagonpole provided with a longitudinal slot between the rear side braces secured to said wagon-pole; the resting-block I) secured to the lower faces of said side braces; the transverse stationary bar secured to the lower faces of said side braces in front of said restin g-block the levers O, 0 provided with brakeshoes and pivoted to the upper face of the transverse stationary bar; the levers II, II pivoted to thelower faces of the resting-block; the links .I, J connecting the outer ends of the levers H, H to the inner ends of the levers U, C; the push-bar G loosely secured to the lower face of the wagon-pole by staples driven over it into said wagon-pole; the neckyoke connected with the front end of the push-bar G; the levers I, I connecting the rear end of said push-bar G with the inner ends of the levers H, H; the ring Q connected with the strap N and with the push-bar G; and the link I hinged to the wagon-pole and adapted to engage the ring Q for locking the brakes in the unapplied position, substantially as specified.

G. A. STARK. Witnesses:

P. OLSON, ERIC SLETTEN.

Images