US685394A - Electric brake. - Google Patents

Description

P. P. CRAFTS. ELECTRIC BRAKE.

(Application filed Nov. 80, 1900.)

vPate nt ed Oct. 29, IBM.

(No Model.) 4 Sheds-Sheet I.

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Patented Oct. 29, I90I.

SW T F A on C P P 9 5 oo 6 0 N ELECTRIC, BRAKE.

(Application filed Nov. 30, 1900.) 4 sheets sh-t 2.v.

.(No Model.)

" No. 685,394. Pate ted 0c1."29,'|9m.

P. .P. CRAFTSL ELECTRIC BRAKE. (Application filed Nov. so, 19oo. (No Model.) 4 Shasta-Sheet 3.

INVENTEIR dnz fi 1? 6% WiTNEI-IEIEE J E FIE-6- THE Ncnms PEIERS o0. PNOTO-LITMQ. WASHINGTON, n. a.

No. 685,394. Patented Oct. 29-, 190]. P. P. CRAFTS.

ELECTRIC BRAKE.

(Application filed Nov 30, 1900.) (No Model.) 4 Shaets-Shoa'i 4.

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I U ITED STATES P TENT OFmcE.

PERLEY P. CRAFTS, OF BOSTON, .MASSACHUSETTS, ASSIGN OR TO THE AL- GONQUIN ELECTRIC BRAKE COMPANY, OF BOSTON, MASSACHUSETTS, A

CORPORATION OF MAINE.

ELECTRIC BRAKE.

srncrrrcarron forming part of Letters Patent No. 685,394, dated ctober 29,1'9 )1.

' Application filed November 30, 1900 Serial No. 38.137. (No model.)

To a whom it may concern:

Be it known that I, PERLEY P. CRAFTS, a citizen of the United States, residing at Boston, county of Suffolk, and State of Massa-,

chusetts, have invented certain new and useful Improvements in Electric Brakes, 'of which the following'is a specification, reference being made to the accompanying drawings, wherein-'- vers. Fig. 3 is a'de'tail of thebrakedevers and supporting-hanger therefor. Fig.4shows in detail the spring connection between the Figs. 5, 6, 7,

main and the locking levers. and 8 are respectively a plan, side elevation, longitudinal section, and transverse section of the locking mechanism.

My invention relates to certain improveinents in electric brakes of the type wherein the line-current is used to energize a mag-- netic clutch, which serves to put the windingdrum for the ordinary brake-chain in frictional engagement with a car-axle, while a lock operated by a spring holds the brakes in their set position and is released by a magnet acting in opposition to the spring.

My improvements relate to the feature of 0 the lock and provides for applying it by a yielding connection not to the rotating winding-drum, as heretofore, but to a reciprocating part of the system, (shown herein as the main lever,) to which it is applied through a special lever jointed to the main lever, with a spring intervening between it and the main lever, so that the latter can be drawn forward and the brakes applied more firmly, even when the lock is set for a minor degree of 0 brake-pressure, and the application of the brake thus made independent to a degree of the lock.

Referring to Fig. l of the accompanying drawings, A represents a winding-drum for the brake-chain B, adapted to be piit in magnetic engagement with a disk fixed to the axle C by. means of a magnetic clutch under the control of a regulator D. The details of the clutch and the regulator are not given, 5'0 since they form no part of the present appli '7 cation, it being simply understood that regulator D serves to control the aforesaid clutch and also, by means of a separate switch, to

release the lock aforesaid at the will of the motorman.

The brake-chain B is connected to one end of the ,brake lever' E, which, as more clearly appearsin Figs. 2 and 3, is provided with a a I spindle e,'which works ina slot in the bracket Figure 1 is a general plan of a car provided with my improved brake. Fig. 2 is a detailed plan of the locking mechanism and brake-lefor hanger F. As seen in Fig.3, the lever E is confined between the upper and lower plates fand f of the hanger F, while springs G G, intervening between the two endsof the spindie ea'nd'the' bracket F, serve to draw the lever E bodily to the left, the spindle sliding in the slots in the hanger. TheleverEisjoined to lever H by an adjustable link K, the lever H being also pivoted at a fixed point in the hanger F. The outer ends of the levers E and H are jointed to the ordinary brake-rods, as more clearly appears in Fig. 1.

The system of levers which I have just described is one already familiar to the art as a means of operating car-brakes, and they are also designed to be operated manually by rods 7 5 and chains connected to the lever L in the ordinary manner, which lever is in turn connected to the lever E by a chain acting like the chain 13 aforesaid.

Taking up the locking mechanism, there is jointed to the lever E at the point p a supplementary locking-lever P, which is normally held alongside of the lever E, as shown in Figs. 1 and 2, by springs S, arranged as shown in detail in Fig. 4. Thus T-shaped 8'5 brackets T T are connected, respectively, to the levers E and P, the two upper ends of the upright parts forming the heads of the T being connected by an extension-spring S and the two lower ends being likewise connected by a secondextension-spring S. The outer end of lever P is jointed bylink W to the grip-bar V of the look. This bar V is adapted to be held between clamping-jaws normally applied thereto by a spring and is only released when the unlocking-magnet is energized to oppose the spring. Assuming the bar V to be locked, it is evident that the brakes may still be applied either by hand or by the magnetic aXle-cluteh,since as the chain loo B draws on lever E the latter is free to respond by the yielding of springs S S, which connect it with lever P, which is held by the lock. Ordinarily the lock will be released prior to the application of thelbrakes; but my arrangement avoids any failure in the application of the brakes by a neglect on the part of the operator to first release the lock. The brakes being applied and the lock being released, the springs S S will draw the lever P up against the lever E and through the link TV will draw the grip-bar V forward. The lock being then reapplied, the brakes will be held in their applied position. It then a further brake-pressure is desired, it can be secured by a draft on the lever E without the necessity of first unlocking the system. By this means the brakes may be used either with or without the lock and are to a certain extent independent of the lock, although the latter may be used in the ordinary manner, as desired.

Taking up the details of the lock shown in Figs. 5 to 8, the grip-bar V, as appears most clearly in Fig. 7, enters into the framework X of the lock, where it is held between two flat jaws y w, the former being simply a fixed plate rigid with the fra1nework X and the latter a loose plate lying against the grip-bar, but pressed into contact therewith by the cams Q. The cams Q are operated by leverarms Q, of which there are four, two for each cam. Through the lower ends of each pair of levers Q is passed a rod R, and the two rods R are pressed apart by compression-springs Z. Thus the normal tension of the springs Z serves to apply the look by causing the cams Q to force the plate :1: against the grip-bar V,

and thus clamp the bar between it and the opposite plate y. To each of the rods B, respectively, there is connected one end of a core U of the solenoid J. These two cores U U enter the solenoid from opposite ends, and when it is energized are drawn therein, so as to approach each other, and thus act in opposition to the springs Z. By this means the lock may be released at any time at the will of the operator by closing the circuit of the solenoid J, whereby he is enabled at any time to not only operate the brakes, but to lock them in their applied position under any desired degree of tension, while the application of the brake is, as I have already described, independent to a certain extent of the lock.

What I claim as new, and desire to secure by Letters Patent, is-

1. The combination with the brakes of a vehicle, of a rotary winding-drum, a reciprocating lever connected to the brakes, a chain att-ached to the said lever and adapted to be wound on the drum, an electromagnetic clutch for engaging the said drum with a driving-shaft, an automatic lock applied to the said reciprocating lever, and an electromagnet for releasing the said lock.

2. The combination with the brakes of a vehicle, of mechanical operating devices therefor and a locking device comprising a part adapted to be clamped in position and a spring normally holding the said part in engagement with the brake-levers, allowing the said levers to be operated independently of the locking device.

3. The combination with the brakes of a vehicle, of a brake-lever, a mechanical operating device therefor, a supplementary lever jointed to the brake-lever and held against the same by a spring and a locking device applied to the said supplementary lever.

4. The combination with the brakes of a vehicle, of a brake-lever, mechanical operating devices therefor, a supplementary lever spring-jointed to the brake-lever, a recipro cating part connected to the said supplementary lever and a lockin g device provided with a clamp engaging with the said reciprocating part.

5. A locking device for rai1way-brakes,co1nprising a reciprocating grip-bar, a brake-shoe bearing thereon, two cams at separated points along the shoe, a spring for operating the cams in one direction and a solenoid-magnet having two cores for operating the said cams respectively in opposition to the spring.

6. A locking device for the brakes of a vehicle, comprising a reciprocating grip-bar, a clamping-shoe thereon, cams for holding the said shoe in clamping engagement with the bar, a spring for operating the said cams in one direction and a magnet for operating them in the other direction.

7. A locking device for railway-brakes, com prising a framework through which passes a grip-bar, a clamping-shoe contained in the framework and bearing upon the said bar, cams pivoted in the framework, a spring for operating the cams to clamp the shoe against the grip-bar and a magnet for operating the cams to release the said grip-bar.

8. A lockin g device for railway-brakes, comprising a reciprocating grip-bar jointed to the brake-levers, a framework supported on the vehicles and having an opening in which the said bar reeiprocates, a detachable brake-shoe bearing upon the said bar, cams acting upon the said shoe, a spring for clamping the said shoe against the said grip-bar and a magnet for releasing the bar by acting in opposition to the said springs.

9. Alocking device for the brakes of a vehicle,comprising reciprocating bars, a clamping-shoe and cams applied at separated points along the shoe, a spring for operating the cams in one direction and a magnet for operating them in the other direction.

In witness whereof I have hereunto set my hand, before two subscribing witnesses, this 22d day of November, 1900.

PERLEY P. CRAFTS.

Witnesses:

F. O. MILDRAM, F. X. FITZPATRICK.

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