US732789A - Air-brake for vehicles. - Google Patents

Description

PATBNTED JULY 7, 1903.

J, ,S. SMART. AIE BRAKE POR EHIGLBS.

APPLIOATION FILED mn. 14, 190s.

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N0 MODEL.

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' J. s. SMART;

AIE BRAKE PoE VEHICLES.

APPLICATION FILED IAB. 14. 1903. N0 IODEL. 2 SHEETS-SHEET 2.

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Patented Jiny 7, 190s.

FFICE.

JOSEPH S. SMART, OF WAIT, MIGHIGAN, ASSIGN OR OF ONE-HALF TO JAMEs'PERKINsj-or WAIT, MICHIGAN.

vAla-BRAKE FOR vlaHlcLes.

SPECIFICATION formingpart of Letters Patent N o. 732,789, dated-July '7, 1903.

Application filed March 14, 1903. Serial No. 147,822. (No model.)

To all whom it mag/concern,.-

Be it known that I, JOSEPH S. SMART, a'citizen of the United States, residing at Wait, in the county of Lapeer and State of Michigan,

have inventedanew and useful Air-Brake for Vehicles, cation.

This invention relates to air-brakes for vehicles; and it has for its object to provide a device of this class which shall be capable of of which the following is a specifibeing applied to vehicles ofv ordinary con struct-ion, whether the bodies of such vehicles be supported upon springs or otherwise, the principal purpose of my invention being to provide a pneumatic device comprising a storage-chamber, an air-pump, a brake-cy1in der, and connections between the latter and the brake-rods whereby the latter byK simply releasing a valve may be made instantly effective to operate the brake.

With these and other ends in view the invention consistsin the improved construction, arrangement, and combination of parts, which will be hereinafter fully described, and particularly -pointed out in the claims.

In the accompanying drawings, Figure 1 is a plan view, partly in section, showing my improved air-brake apparatus applied to the running-gear of an ordinary wagon. K Fig. 2 is a sectional elevation showing my invention applied to a spring-vehicle. Fig. 3 is a detail. sectional view of the valve mechanism of myA ylink 24, to which is pivotally connected a 'crank-lever 25, having a laterally-extending improved air-brake apparatus.

Corresponding parts in the severaltigures are indicated by similar numerals of reference. 'l

preferably of cylindrical form and is provided at its rear end with'a'solid head 4 and at its frontend Witha head 5, having openings 6 and 7, in which are fitted the cylinders of the airpump 1 and brake-cylinder 2, said cylinders In the preferred form of my invention, and

The latter is` being flanged at their outer ends, as shown at 8, and secured to the head 5 by means of bolts, as will be readily understood, the same bolts 9 serving to secure in position the heads 10 and 11 of the pump and brake-cylinder. These heads are provided with central openings having packing-glands, through which extend the pump-rod l2 and the brake-rod 13,

`which are equipped with pistons 14 and 15. -The compression-spring 16, coiled upon the pump-rod, serves to force the latter normally in an outward direction, while a similar spring 17, coiled upon the brake-rod Within the brakecylinder, serves to force the piston 15 normally in an inward direction in said cylinder, consequently releasing the brakes, which latter comprise shoes 18, mounted upon the levers 19, which have suitable pivotal connection with the brake-rod 13, said brake-levers being fulcrumed under the wagon-box or to the running-gear of the vehicle in any convenient manner.

The pump-rod 12 is carried forward under the wagon-box and is suitably connected with the lower end of a lever 20, having at its upper end a treadle 21, which is convenient to the driver, who by manipulating said lever may operate the pump to force air into the tank through an opening 22 at the rear end of the pump-cylinder, in which is seated a check-valve 23.

Oneside of the air-tank is provided with a arm 26, which has pivotal connection with the outer` end of the valve-stem 27, which eX- tends through a packing-box 28 inthe side of the air-tank. 29 is a valve-chamber, which in this instance is secured to the inner end of the brake-cylinder, with which'it communicates through a port 30. An oppositely- -disposed port 31 communicates with the interior of the air-tank, and anI additional port or exit 32 connects the valve-*chamber with the outer atmosphere. The valve, which is -designated 33, comprises a cylindrical body having a transverse perforation 34, adapted to connect the ports 30 and 31, and a longitudinal extension 35, which when the valve is withdrawn serves to close the port 31, that communicates with the interior of the airtank, while the port 30 from the interior of the brake-cylinder will be opened to atmosphere. The valve 33 is mounted upon the rod 27, whereby it is operated.

The outer end ot' the lever 25 is pivotally connected with an operating-rod 3G, which extends forwardly and is properly connected with a lever 37, suitably disposed within reach of the driver, who by manipulating said lever may operate the valve at any time.

When my invention is applied to spring- Vehicles, as in Fig. 2 of the drawings, a change in construction is necessary. In this case the airtank, here designated 3, is mounted upon the vehicle box or body, to the under side of which it is preferably secured, and the air-pump, here designated l, is disposed witliin said air-chamber, the pumprod 12 being properly extended and connected with a foot-lever 20, having a treadle 2N. The brake-cylinder 2 is in this instance connected independently with the runninggear-for instance, withthe rear axle-as shown in Fig. 2 of the drawings, the front end of the piston-rod 13 having pivotal connection with the brake-levers. The valvechamber 29 is in this instance connected with the air-chamber, with which it communicates through the port 3l. The port 30 communicates, by means of a rubber hose 40, with the rear end of the brakecylinder. This hose 40 forms a flexible connection between the pump and aintank, which must be connected with the vehicle box or body in order to enable the pump to be operated, and Ithe brake cylinder, which must be connected with the running-gear in order that the brake mechanism may be properly operated. The valve structure and the modus operandi are the same iu either case.

The operation of my invention will be readily understood from the foregoing description, taken in connection with the drawings hereto annexed. When the driver is seated, he will operate the foot-lever so as to actuate the pump and compress the air within the chamber or reservoir 3 or 3, which in either case is provided with a safety-valve (indicated at 40) in order to avoid an excess of pressure. The pressure may be maintained by an occasional stroke of the pump, while the brake may be operated at any time by simply operating the Valve so as to per mit air to pass from the air-chamber to the rear end of the cylinder, where it will expand and force the piston in a forward direction, thus setting the brakes with a degree of pressure which may be veasily regulated by the extent to which the valve is operated. To

release the brakes, the valve is reversed, thus permitting the air contained in the brakecylinder to escape to atmosphere.

By my improved braking device the brakes may be set at any ti me when going uphill, so as to temporarily relieve the horses of theload, or it may be set when going downhill in order to check the progress of the vehicle. In the event of a runaway a heavy pressure may be suddenly exerted by operating the brake to its full capacit-y, thereby serving to check the progress of the horses. Under the latter circumstances the driver will be relieved of any duty except that of merely throwing the brake-lever, and he may thus devote his entire attention to the management of the animals.

I have in the foregoing described simple and preferred forms of my invention; but I desire it to be understood that I do not limit myself to the precise structural details herein described, but reserve the right to any changes, alterations, and modifications which maybe resorted to within the spirit and scope of my invention and without sacrificing the utility of the same.

I-Iaving thus described my invention, I claim- I. In an air-brake for vehicles, an air-chamber, an air-pump disposed within and opening into said air-chamber, a pump-rod, a footlever having a treadlo at its upper end connected at its lower end with said pump-rod, and a spring normally forcing said pump-rod in an outward direction.

2. In an air-brake for vehicles, an air-tank, an air-pump and a brake-cylinder disposed within said air-tank and attached to the head of the same, said air-pump having an opening connected with the tank and a check valve seated in said opening, a valve-casing having ports connected with the brakecylinder, with the interior of the air-tank and with atmosphere, a valve seated in said chamber and adapted to connect the brake-cylinder with the interior of the air-tank and with atmosphere, and means for operating said valve.

3. In an air-brake for vehicles, the combination of an air-chamber, a pump disposed within said chamber and adapted to compress air therein, treadle means for operating said pump, a brake-cylinder having a piston and a stem, brake-levers having pivotal connection with said stem, a valve-chamber having ports communicating with the air-chamber, with the rear end of the brake-cylinder and with atmosphere, a valve slidable in said valve-chamber and having a transverse opening registrahle with the ports to the air-tank and to the brake-cylinder and a longitudinal extension adapted to cut off the supply from the air-chamber and to open the brake-cylinder to atmosphere, and means for operating said valve.

1I. In a device of the class described, a cylindrical valve-chamber having oppositelydisposed ports to a compressed-air supply and to a brake-cylinder and an exit to atmosphere at one end, a cylindrical valve slidable in said chamber and having a transverse per- IOO IIO

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In testimony that' claim the foregoing as my own I have hereto affixed my signature in the presence of two witnesses.

' JOSEPH S. SMART.

foration registrable with the oppostely-disposed portas in the valve-chamber and a 1ongitudinal extension adapted, when the valve is Withdrawn, to close the porta of the com- 5 pressed-air supply and to establish commu- Witnesses:

M. J. GARNSEY.

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