US694207A - Brake mechanism. - Google Patents

Description

Patented Feb. '25, I902.

F. M. SMITH. BRAKE MECHANISM.

v(Application filed Nov. 6, 1901.)

(No Model.)

UNITED SrATEs FINLEY M. SMITH, OF SALUBRlA, IDAHO.

BRAKE MECHANISM.

SPECIFICATION forming part of Letters Patent No. 694,207, dated February 25, 1902.

v Application filed llovember 6, 1901. Serial No. 81,343. (No modelJ T0 (0Z6 whom, it may concern:

Be it known that I, FINLEY M. SMITH, a citizen of the United States, and a resident of Salubria, in the county of Washington and State of Idaho, have invented certain new and usefullmprovements in Brake Mechanism, of which the following is a specification.

The object of this invention is to provide a simple and eifective brake for stopping the momentum of a carby the application of brakeshoes directly to the track-rails, the said railbrake to be used in conjunction with the ordinary air-brake mechanism and operated by the brake-cylinder thereof.

With the above object in view the inven tion consists of a bracket bolted to the under side of the car-body, a standard slidable vertically in said bracket and having a footpiece at its lower end carrying a shoe which engages the rail, a bar or lever for moving the standard, and a cam for actuating said bar or lever, combined with chains connected to the ends of the shoe and to springs, which are adapted to hold the parts normally out of operative position.

The invention further consists in the particular construction and combination of parts, all as will be hereinafter fully described, and specifically set forth in the appended claims.

In the accompanying drawings, which form a part of this specification, Figure 1 isa side elevation showing the application of my invention. Fig. 2 is a bottom plan view. Fig. 3 is a vertical sectional view on the line 3 3 of Fig. 2. Fig. 4 is an enlarged detail View.

Referring to said drawings, the letter A designates a bracket which is-bolted to the under side of the car-body, at one side thereof, so as to be located over one of the trackrails, and this bracket is provided with a cylindrical socket B, in which is adapted to slide a vertical standard O,carrying the brakeshoe hereinafter described. To the lower end of this standard is connected a footpiece D, which extends longitudinally of the car and is firmly braced to said standard by arms or brace-rods c 0, attached at their inner endsto a collar 0', mounted on the standard. On the under side of the footpiece D is attached a cast-iron shoe D, which engages the rail and receives the wear. It will be noted that operating the wheel-brakes.

this shoe is removable, so that when it becomes worn to any great extent it may be removed and a new one substituted. Though I have referred to this shoe as being made of cast metal,it will be understood that any other material or a composite shoe may be used. To the ends of the shoe are attached chains E E, which extend in opposite directions from said shoe and are connected to rods 6, slidably mounted in cylinders F, containing helical springs f, said springs being adapted to draw upon the chains, and thereby lift the brake-shoe out of operative position. The mechanism hereinafter described for applying the brakes operates in opposition to these springs. The springs encircle the rods and are interposed between one end of the cylinder and an adjustable collar 6 on said rods. The rods are also provided with an adj ustable collar 6 to prevent excessive movement of the shoe in either direction, and thereby relieve the standard which carries the shoe.

H designates the operating-lever, which is provided at one end with gudgeons h h, by which it is pivoted in the bracket A, the said lever passing through openings or slots 19 and c in the socket and standard, respectively, and is engaged at its other end by a cam I, having an arm 't', operated by the piston-rod m of the brake-cylinder 1W1. This brake-cylinder is of the ordinary type usually em= ployed in connection with air-brakes, and the piston-rod m is connected to a lever N for The brake-cylinder is connected to a train-pipe in the usual manner, and the operation of the brake mechanism hereinbefore described is controlled in the same manner as an ordinary air-brake, either from the engine of a steam-railway train or the front platform of a street-railway car. In case the mechanism is applied to a street-railway car any style of momentumpump may be employed to produce the necessary air-pressure for operating the brakecylinder. The piston-rod of the brake-cylinder is preferably provided with a spring n, as

'shown, to first apply the wheel-brakes and then the track-brake upon a further movement of the piston-rod. The rod works through a casting a on the lever N, and the tension of the spring is adjusted by the collar on.

From the foregoing description, in connec tion with the accompanying drawings, the

construction and operation of my improved brake mechanism for cars will be readily understood, for in applying the rail-brake air under pressure is admitted to the brake-cylinder M, and the movement of the piston will first operate the lever N to apply the wheelbrakes and upon a further movement will actuate the cam I, and said cam will depress the lever H and force the standard 0 downward, causing the brake-shoe D to engage the upper surface of the rail and by frictional contact therewith quicklyand effectively stop the momentum of the car. The pressure of the brake-shoe upon the rail is regulated by the air-pressure in the brake-cylinder, and the air-pressure is controlled in the usual manner. The brake is quickly released by exhausting the air-pressure in the brake-cylinder. The lever H being released and relieving the pressure upon the standard 0 permits said standard to be raised by the springs f lifting the brake-shoe a suitable distance above the surface of the rail.

Though I have shown and described a single set of rail-brake mechanism disposed at one side of the car,- it will be understood that a similar set may be also located at the other side, so that brakes could be applied to both rails, and in practice a double set will be employed, especially when the brake mechanism is applied to railway-oars.

Stopping the momentum of railway-cars by the application of brake-shoes directly upon the rails will not only more quickly and effectively bring the car to a standstill, but will also relieve the wheel-brakes and reduce the wear caused by contact of the brake-shoes thereon. \Vhen wheel-brakes alone are used, flat places are often worn on the periphery of the wheel, producing a constant jolting of the car as the wheel passes over the rail. These objections are removed by applying the brake-shoes directly to the rails in conjunction with the regular wheelbrakes, and the construction herein shown and described performs the operation in a simple and effective manner, and the parts are so constructed and arranged that they are not liable to get out of order, can be readily adjusted, and are strong and durable.

Having now described my invention, I do not wish to be limited in my protection to what is herein particularly shown and described, for it is apparent that immaterial changes or modifications may be made without sacrificing any of the advantages of the invention.

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

1. In a railway-brake, the combination, of a bracket having a socket, a standard slidable inthe socket and provided with a footpiece at its lower end, a removable shoe attached to the under side of the footpiece, and chains connected to the ends of the shoe to reinforce the standard; together with a lever pivoted at one end and extending through the socket and standard, a cam bearing upon the outer end of the lever, and a brake-cylinder connected to the cam, substantially as shown and for the purpose set forth.

2. In a railway-brake, the combination, of a bracket secured to the under side of the car and having a socket B, a standard 0 slidable in the socket and provided with a footpiece at its lower end, a removable shoe attached to the under side of the footpiece, chains attached to theiends of the shoes and to rods slidable in tubes on the under side of the car, springs acting upon the rods to draw upon the chains and lift the brake-shoe out of operation, and stops for limiting the movement of the rods; together with a lever pivoted at one end in' the bracket and extending through openings in the socket and standard, respectively, a cam engaging the outer end of the lever and provided with an arm, and'a brakecylinder connected to the arm of the cam, substantially as shown and for the purpose set forth.

3. In arailway-brake, the combination with the brake-cylinder M and lever N which opcrate the wheel-brakes, of the piston-rod m slidable in a casting on the lever N, a collar or stop adjustable upon the piston-rod, and a spring interposed between said stop and the casting; together with a bracket, a standard slidable vertically therein, a lever for depressing the standard, a cam operating said lever, and a chain connecting the cam to the pistonrod, substantially as shown and for the purpose set forth.

In testimony whereof I affix my signature in the presence of two witnesses.

, FINLEY M. SMITH. Witnesses:

R. E. WILSON, I. R. SMI'rH.

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