US64560A - osbokhe - Google Patents

Description

v I 2 Sheets-Sheet 1. L. M. OSBORN.

Wagon-Brake.

No. 64,560. Patented 'May 7. 1867.

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Wagon-Brake. No. 64.560. Patented May 7, 1&67;

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L. M. OSBORNE, or HAMILTON, NEW YORK. Lam Patent No. 64,5 60, damzaa 7, 1867.

IMPROVEMENT IN COMBINED WAGON-BRAKE AND DUMPING DEVICE.

TO WHOM IT MAY CONCERNS Be it known that I, L. M. OSBORXE, of Hamilton, in the county of Madison, State of New York, have invented a Combined Wagon Bra-ke and Dumping Device; and I do hereby declare the following to be a full, clear, and exact description thereof, reference being bad to accompanying drawings, making part ofthis specification, in which- 7 Figure 1, sheet 1, is an elevation of one side of the improved wagon.

v Figure 2, sheet 1, is a longitndinal section through the wagon, taken in a vertical central plane.

Figure 3, sheet 2, is a vertical longitudinal section, showing the wagon body tilted back. I

- Figure 5, sheet 2, is a top View of the wagon, with the body removed. Similar letters of reference indicate corresponding parts in. the several figures. I

This invention relates to certain novel improvements on that class of wagons which are with extensible reaches, so constructed that their bodies can be tilted backward and the load dumped by the approximation of their axles. v V

The nature of my invention consists in the application of a self-acting brake to a wagon having an extensiblereach in such manner that the brake-shoes will be cansed'to act with greater or less force upon the'hind wheels in going down hill, according to the weight upon the wagon and the force exerted by the team in holding it back, as will be hereinafter described. It also consists in a novel mode -of bracing and strengthening the extensible reach, and of connecting the front section of the reach to the front axle and bolster, as will be hereinafter described. It also consists in the employment of a device for connectingand disconnecting-the brakebar and extensible reach at pleasure, as will be hereinafter described. It also consists in providing for supporting the rear end of the wagon body-laterally and vertically upon the rear axle, by meansof anti-friction rollers, when an extensionreach is employed, and the front head of the said body'is attached by jointed rods to the front axle or holster for the purpose of facilitating the dumping of the load, as will bc hereinafter I described.

To enable others skilled in the art to understand my invention, Iwill now describe its construction and operation. In theaccompanying drawings, A A represent the front and rear axles of the. wagon, B B the wheels thereof, G C the bolsters, and DVD the extensible or contractible reach, connecting-the front and rear axles together and admitting of their being moved toward each other, as shown in fig. .3, "for the purpose of. dumping a load. This reach consists of two para-lielbars D D, which are secured to the rear axle and sustained by the braces E, and which-areconstructed with'tenons on their inner edges for receiving the grooves in the edges of the. bar D that works. between said bars' D, as shown in fig. 4. This tongueing andv grooving of the reach sections unites them in a strong and substantial manner, and guides them straight, when they are extended or contracted. The reach section D passes't'hrough an oblong opening, a, which is made between the front axle and its bolster-{and receives through it the king-bolt Z), thus uniting it to the axle by a vertical pivot joint. The front end of this bar D extends a short distance in front of the front axle, and is braced by the strap 0, the cnds of which are held, one on top of the bolster, and the otheron the bottom of the axle, by the king-bolt b, as shown in figs. 2 and 3. A strap, :1, is applied around the three bars D D D, so as to slide freely in a direction with the length ofthese bars, and to serve as a lateral tie or brace for'them whenextended.

When the reach is extended, as shown in figs 1, 2, and of the drawings, the brace cl is -held between the elevations or blocks (2, on the uppcr and lower sides of the bar D, and the studs 02 on the sides of the bars D D. When the axles are moved toward each other, and the reach is contracted, as shown in fig. 3, the brace cl will be moved back so as to allow the frontjcnds of the reach bars D D to pass through the opening a as far as-the front end of the bar D; and when the reach is extended again thbrace will be drawn to its place between the blocks (1 and studs .2 as described. h The reach is still further strengthened by the transverse brake-bar F, which is arranged on top of it, and. secured firmly to the bars D D and diagonal braces E E in front of the rear wheels 13 B, as shown in fig. 4. The ends of this brace F terminate inside of the wheels B, and have brake-blocksff pivoted to them by vertical pins. In front of these pivotal connections of the blocksf, the outer ends of toggle-levers c c are pivoted to said blocks, and connected together by ajoint which is in the middle of the length of the brake-bar, as shown in fig. 1, so that by pressing this joint backward, and straightening out the toggles, the brake-shoes ff, which are suitably applied to the blocks will be brouglit'forcibly against the peripheries of the wheels B B. When the ccntraljoint of said toggle-levers is drawn forward, the brake-shoes will be released from their wheels B. To the upper endof the pivot which connects the two ends of the toggle-levers together, a rectangular latch 0r bolt, g, is linked, so that, when desired, the hooked portion of this latch can be dropped into a hole in the reach-bar D, thus connecting this bar D to the toggles e c in such manner that the operation of the brake will be automatic when going down hill. A bent leverg is pivoted to the front edge of the brake-bar F, and on one 'side of the reacll, and so curved that its inner end will lie beneath the locking-latch g, as shown in the drawings. This lever is designed for enabling a person to lift the latch'g,

and disconnect it from the reach section D without the necessity of getting beneath the wagon' body. When the locking-latch g is detached from the reach section I), and the rear wheels are checked, the backing of the horses will cause the front axle and its wheels to move backward and approach the rear axle, thuscontracting the running-gear, as shown in fig. 3. Whenthedwrses are moved forward, the reach will be extended until the stops d d are brought against the brace d, as shown in fig. 4. The tongue or pole L, hounds E, and standards or stakes J,'n1ay be constructed and applied to the wagon in the usual well-known manner. The wagon box or body N is constructed to lit between the front and rear stakes J J, and to rest upon the front bolster, and also upon a transverse anti-friction-roller G, which is applied to the rear bolster C in any suitable manner. The rear stakes J J have vertical anti-friction-rollers G G applied to them for the purpose of serving, in conjunction with the horizontal roller G, for allowing the wagon body to be moved backward and forward freely, and preventing undue friction and wearing of the parts. By means of said rollers or rolling surfaces the power required to' dump a load willbe matdrially diminished, and consequently there will be less strain upon the extensible reach and its braces. The wagon body is connected to the front axle or bolster by means of strongjointed rods I, which are attached to the bottom of said body a little in advance of the middle of its length, so that when running-gear is contracted, as shown in fig. 3, these rods will allow the body Nto be moved backward and tilted. Then, upon extending the reach again, the rods P will draw the body backward to its place upon the front and rear bolsters.

I am aware that Theodore Bailey obtained a patent on the 8th day of March, 1859, for anl improvement in dumping wagons, in which the wagon body was (lumped by the approximation of the front and rear wheels. To effect this object said Bailey employed an extensible reach and spring-catch or locking device; therefore I do notlay claim broadly to such a contrivance. I am also aware that it is not new to employ self-acting brakes which are operated by means of toggle-joints, and-alongitudinally movable draught-tongue or pole, and therefore I lay no broad claim to such a device irrespective of its application to a particular kind of wagon. I am also aware that wagon bodies of dumping wagons having a non-extensible reach have been supported upon rolling beds, and to this feature I do not make a broad claim.

Having described my invention, what I claim as new, and desire to secure by Letters Patent, is-- 1. In a wagon which dumps itself by the approximation of its front and rear wheels, I claim the employment of a self-acting brake which is constructed substantially as described, and connected to the front section D of the extensible reach by a locking-latch or its equivalent, substantially as described.

2. The transverse releasing lever g, in combination with the latch or hook g, and a self-acting brake, substantially as described.

3. The combination of brake-bar F, toggle or knee-levers e e, pivoted blocksf, and brake-shoes f with an extensible reach D D D, and a fastening g, substantially as described.

4. The brace-strap 0 applied to the front running-gear by the king-bolt Ii, and adapted for sustaining the same when backing, substantially as described.

5,. The sliding brace d, and steps d 01 applied to the reach sections D D, substantially as described.

' 6. The connecting-rods P, applied to the wagon body and front running-gear in conjunction with the rolling supports G- G, and the extensible reach D D, substantially as described.

i t L. M. OSBORNE.

-Witnesses ROSWELL R. .Pnnnrrcn, Guns. G. SMITH.

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