US716780A

US716780A - Automatic railroad-car brake.

Info

Publication number: US716780A
Application number: US11007102A
Authority: US
Inventors: George W Stockin
Original assignee: Individual
Current assignee: Individual
Priority date: 1902-06-03
Filing date: 1902-06-03
Publication date: 1902-12-23
Anticipated expiration: 1919-12-23

Description

Patented Dee. 23,1902;

no, 716,780;v

a. w. sruckm'. 'AuTomATl'c nAlLnoAnvcAn BRAKE.

(Application Bled June 3, 1902.)

2 Sheets-Sheet l.

(No Model.)

/N VEA/TUR 2a/"ye mac/Wiz W/ TNE SSE S Patented Dec. 2 3, 1902.

Y G. w. STQCKIN. AUTUMAT'IC BAILRUD CAR BRAKE.

(Application med June 3, 1902.) A

2 sheets-sheet 2.

(No Modem' W! TNE SSE S A TIGR/v5' rs TH; mums Urns ce.. Pum'ourno.. wnswnmm. u. c.

UNITED STATES ATENT rricn.

GEORGE W. STOGKIN, OF MOBILE, ALABAMA.

AUTOMATlC RAILROAD-CAR BRAKE.

SPECIFICATION forming part of Letters Patent No. 716,780, dated December 23, 1 902.

Application filed .Tune 3, 1902. Serial No. 110,071. Nc modal? To all whom t may con/cern,.-

Be it known that I, GEORGE W. STOCKIN, a citizen of theUnited States, and a resident of Mobile, in the county of Mobile and State of Alabama, have invented a new and Improved Automatic Railroad-Car Brake, of which the following is a full, clear, and exact description.

The object of the invention is to provide a new and improved raiload-car brake which is simple and durable in construction, very effective in operation, and automatically controlled by the movement of the locomotive.

The invention consists of novel features and parts and combinationsof the same, as will be more fully described hereinafter and then pointed out in the claims.

A practical embodiment of the invention is represented in the accompanying drawings, forming a part of this specification, in'which similar characters of reference indicate corresponding parts in all the views.

Figure lis a side elevation of the improvement as applied, parts being shown in section. Fig. 2 is a plan view of the brake-rod under the cars, the king-bolts being shown in section. Fig. 3 is an enlarged plan view of part of the brake-rod. Fig. l is an enlarged sectional side elevation of one of the car-trucks and the improvement applied thereon; and Fig. 5 is a plan view of the same, parts being broken out.

The brake-rod A is mounted to slide longitudinally in suitable bearings B, secured to the under side of the cars C and the tender D of the locomotive E, and the forward end of the brake-rod A is coupled to the locomotive E by a coupling-pin F, adapted to be withdrawn by the engineer in charge of the train to render thebrake mechanism ineffective Wheneverit is desired toback up the train.

The brake-rod A is preferably made in sections, one foreach car C and one for the tender D, and thel sections are coupled together between adjacent cars and between the forward car and the tender D by turnbuckles A' or other coupling and adjusting devices.

The brake-rod A at each truck G of a car C is formed with a forward loop A2 and a rearward loop A3, and in the forward end of each loop A2 is journaled a friction-roller H, and a similar friction-roller H is journaled inthe rear end of each loop A3, as plainly shown in Fig. 2. Into the loops A2 and A3 `extend the upper ends of the brake-levers I and I', pivoted on the rods J and J', respecbrakeshoes Land brake-beams K are snspended in the usual manner by links N from the truck-frame of the truck G. The lower ends of the brake-levers I and I are pivotally connected with each other by a link O, and chains P and P connect the levers with each other above their fnlcrum on the rods J and J', the chain Phaving one end secured to the brake-lever I and then extends forwardly and around a pulley Q., journaled in a guideway R for the lever I. The chain then extends rearwardly to connect at its rear end with the brake-lever I. The other chain P is attached to the brake-lever l' and then extends rearwardly around the pulley Q', journaled in the guideway R for the brake-lever I', the chain then extending forwardly and connecting with the brake-lever I. (See Fig. 4.)

The car C is coupled to `the tender D by a coupling T, consisting of two members, of which one is secured to the car and the other to the tender, and the said members are each provided with a pin engaging a longitudically-extending slot in the other member, so that the members can slide one over the other. Now as the brake-rod A is not exible, but rigid its entire length,` it will be seen that when the speed of the engine is lessened the momentum of the cars causes the latter to advance on the tender, and this movement is possible owing to the construction of the coupling T, and when the cars thus advance the brake-rod A slides relatively to the advancing cars, as the brake-rod is held xed on the locomotive by the pin F.

When the train is running, the brake-shoes L are od the rim ot' the brake-wheels G', and when it is desired to brake the train the engineer reduces the speed of the locomotive, so that the cars in gaining on the speed of the locomotive cause a rearward sliding movement of the brake-rod A under the cars C, as previously explained. -Now on this rearward sliding movement of the brake-rod A the friction-roller H imparts a swinging motion to the brake-lever I, so that the brake-shoes L are moved in contact with the rims of the brakewheels G to brake the train, `it being understood that the action of the lever I causes a similar action of the lever I', owing to the connection between the levers by the link O and the chains P and P. It is understood that when the brake-rod A moves rearward, as described, the friction-roller H moves away from the-lever I; but as the latter is connected at the upper end by the chains P andP' with the lever I it is evident that the lever I is actuated from the lever I to cause the brake-shoes L to move into braking action. Thus the momentum of the cars C is utilized to apply the brakes with a corresponding force to brake the train correspondingly and bringit to a standstill, if desired, or to brake it sufficiently to run down a grade at the desired normal speed.

When -the engineer desires to release the brakes, he speeds the locomotive to cause the coupling-pin F to exert a forward pullon the brake-rod A, so that the brake-levers I and I are released from a braking position, and consequently the brake-shoes are moved out of frictional contact with the rims of the brakewheels G'.

As two brake-levers I and I are employed on each car-brake, it is evident that it is immaterial as far as the brake mechanism is concerned which end of a car is coupled to a car ahead.

Having thus described my invention, I claim as new and desire to secure by Letters Patent- 1. An automatic railroad-car brake, comprisinga brake-rod formed of sections, the sections extending under the cars of the train and coupled together between the cars, a coupling on the locomotive for removably connecting one end of the said brake-rod with the locomotive, and a brake mechanism on each car-truck, controlled by the said brakerod, as set forth.

2. An automatic railroad-car brake, comprising a brake-rod formed of sections, the sections extending under the cars of the train and coupled together between the cars,a coupling on the locomotive for removably connecting one end of the said brake-rod with the locomotive, a brake mechanism on each car-truck, controlled by the said brake-rod, each brake mechanism having a brake-lever adapted to be engaged by the brake-rod, suspended brake-beams on which the brake-levers are fulcrumed, and brake-shoes on the said brake-beams, for engaging the rims of the car-truck wheels, as set forth.

3. An automatic railroad-brake,comprising a brake-rod extending under the cars of the train, and coupled to the locomotive, brakelevers adapted to be engaged by the said brake-rod, brake-beams on which the brakelevers are fulcrumed, the brake-beams carrying the brake-shoes, links connecting the brake-levers on each car-truck with each other at the lower ends of the levers, and a exible connection connecting the upper ends of the brake-levers with each other, as set forth.

4.-. An automatic railroad-brake,comprising a brake-rod extending under the cars of the train, and coupled to the locomotive, brakelevers adapted to be engaged by the said brake-rod, brake-beams on which the brakelevers are fulcrumed, the brake-beams carrying the brake-shoes, links connecting the brake-levers on each car-truck with each other at the lower ends of the levers, and a flexible connection connecting the upper ends of the brake-levers with each other, the said flexible connection comprising chains attached at their ends to the said brake-levers, and pulleys journaled on the truck, over which pass the said chains, as set forth.

5. A tl'ain having a coupling of slidable members between the tender andthe first car, in combination with a brake-rod detachably connected with the locomotive and extending under the cars of the train, and brake mechanisms on each car and actuated by the said brake-rod, as set forth. Y

6. In an automatic car-brake, a brake-rod adapted to be detachably connected at one end with the locomotive and provided with a loop under each car, a pivoted brake-lever extending up through the loop of the brakerod, a brake beam, brake shoes carried by the beam, and a connection between the brake beam and lever, as set forth.

7. In an automatic car-brake, a brake-rod formed ot' sections coupled together between the cars and adapted to be detachably connected with the locomotive, `each section being provided with loops at its ends, pivoted brake-levers projecting through the loops of the sections of the rod, brake-beams, shoes carried by the beams, a connection between each brake beam and lever, and a connection between the said levers to cause them to be simultaneously operated, as set forth.

In testimony whereof I Ahave signed my name to this specification in the presence of two subscribing witnesses.

GEORGE W. STOCKIN.

Witnesses:

D. P. ALVAREZ, W. S. COOKE.

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