US732921A - Derailment-brake. - Google Patents

Description

No. 732,921. PATENTED JULY 7, 1903.

W. v R. CARROLL. .DERAILMENT BRAKE.

7 APPLICATION FILED FEB. 28. 1903. N0 MODEL. -2 SHEETS-SHEET 1i.

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PATENTED JULY 7, 1903 2 SHEETS-SHEET 2.

Patented July 7, 1903.

FIC@ WILLIAM R. OARROLL, OF OXFORD, LOUISIANA.

DERAlLMENT-BRAKE.

SPECIFICATION forming part of Letters Patent No. 7 32,921, dated July 7, 190:3.

I Applicationfiled February 28, 1903. Serial No. 145,644. (No model.)

To all whom it may concern:

Be it known that I,'WILL IAM R. CARROLL, a citizen of the United States, residing; at Oxford,in De Soto parish, and State of Louisiana, have invented a new and useful Derailment- Brake, of which the following is a specification.

The invention relates to derailment-brakes.

The object of the present invention is to provide for cars a brake-Operating device adapted, should a wheel become derailed, to cause an application of the brakes to stop the train and also to warn the engineer in order that the steam may becut off.

A further objectof the invention is to provide a brake-operating device of this character which will effect a gradual application of the brakes of a train to prevent the jar incident to a sudden and complete application of the brakes. I

The invention consists in the construction and novel combination and arrangement of parts hereinafter fully described, illustrated in the accompanying drawings, and pointed out in the claims hereto appended.

In the drawings, Figure 1 is a side elevation, partly in section, of a portion of a car provided with brake-operating mechanism constructed in accordance with this invention. Fig. 2 is a transverse sectional view. Fig. 3 is a detail sectional view illustrating the construction of the cylinder and the piston. Fig. i is a side sectional elevation showing a slightly-modified form of the device.

Like numerals of reference designate corresponding parts in all the figures of the drawings.

1 designates a cylinder designed to be con- .nected'with the train-pipe 2 of an air-brake (not shown) and provided with a suitable valve or cook 3 and having a spring-actuated piston doperating init. The stem 5 of the piston 4 extends through one end of the cylinder and is designed to be connected by'any suitable means with a whistle in the cab of a locomotive, so that when the cook or valve is opened by the means hereinafter described and the pressure is reduced in the train-pipe the brakes will be applied and the spring 6 will actuate the piston and sound the whistle improvements in and apprise the engineer of such operation in order that the steam may be shut off from the locomotive. The spring 6, which is coiled, as clearly shown in Fig. 3, is disposed on the stem of the piston and is interposed between the piston-head and one end of the cylinder. The spring is normally held compressed by the pressure of the air in the train-pipe, which communicates with the cylinder at one end thereof.

The cook or valve, which may be of any desired construction, preferably consists of a rotary body having an aperture and mounted within a suitable valve casing 7 and adapted to be gradually rotated by the means hereinafter described to cause a gradual application of the brakes, and thereby prevent any sudden jar. The valve is also provided with an exterior lever 8, having oppositely-disposed arms,from which extend connecting-rods 9 and 10. Each connecting-rod is designed to be connected with one arm of a bell-crank lever 11, fulcruined in a suitable bracket or support 12 and having its other arm located above a trans verse beam 13. The bracket is mounted on the truck 14: at a pointbetween the wheels,and the transverse beam, which is located above the rails,is arranged Within vertical guides 15. The guides 15 depend from the truck, as clearly shown in Figs. 1 and 2, and the transverse beam, which may be held against longitudinal movement by any suitable stops, normally rests upon the bottom of the guides, which are approximately rectangular. The beam is located slightly above the rails, as shown in Fig. 2, when the car-wheels are also upon the rails; but should one of the wheels become derailed the truck will sag and the transverse beam will come in contact with the rails and will be fbrced upward by the same, thereby oscillatin g the bell-crank lever and operating the cook or valve. The rectangular guides which support the transverse beam are composed of vertical side portions and a transverse connecting bottom portion, and the upper terminals ofthe sides are bent outward, as shown, and are perforated for the reception of suitable fastening devices for securing the guides to the truck.

In order to produce a gradual application of the brakes to prevent sudden 3' ar, the brakecave end portions 16, located above the rails,

as shown in Fig. 2, and adapted when a wheel first leaves the track to cause a slight movement of the bell-crank lever, and as the wheels move away from the track the beam will be carried transversely of the same and the inclined cam portions formed by the c011- cave faces of the beam will force the latter upward and increase the movement of the bell-cranklever and the operation of the valve or cock. The transverse beam is also provided with a central concave portion 17 to enable it to clear the road-bed when. the beam rests upon the rails. A leaf-spring 18 is interposed between the beam 13 and the truckbolster and bears at its lower end upon the former and is arched upward to bear at its center upon the latter. This spring serves to prevent the accidental operation of the beam owing to jolting or jarring of the parts in travel.

It will be seen that the brake mechanism is exceedinglysimple and inexpensive in construction, that it is positive and reliable in operation, and that it is adapted to effect a gradual application of the brakes and is capable also of sounding an alarm, such as a whistle-signal or the like, to warn the engineer of a train and enable the steam to be quickly shut off from the locomotive.

Instead of mounting the cook or valve on the cylinder itmay be connected directly with the train-pipe, as illustrated in Fig. 4:, and when this form of the device is adopted I prefer to employ two of the valves 3, seated one near each of the cari'rucks, thus materially shortening the operating-rods 9 and 10, which connect the respective valves with their operating-levers 11. Otherwise the construction and operation of the device will be identical with that above described, except that when the valves are connected directly with the train-pipe the piston 4 and its attendant mechanism for sounding the alarm in the cab will of necessity be dispensed with and the application of the brakes will have to be relied upon as a warning-signal to the engineer that an accident has occurred.

What I claim is- 1. In a device of the class described, the

with concave portions forming opposite camfaces arranged to engage the rails to effect a gradual application of the brakes, and conneetions between the beam and the cook or valve, substantially as described.

2. In a device of the class described, the combination with a car, of vertical guides depending therefrom, a transverse beam supported by the guides and capable of vertical movement therein and provided with lower cam-faces arranged to engage the rails to effeet a gradual movement of the beam, and means for connecting the beam with a brake, substantially as described.

3. In a device of the class described, the combination with a car, of a cylinder mounted on the car and connected with the train-pipe and having a cock or valve, a spring-acuated piston operating in the cylinder and designed to be connected with a signal,a beam normally supported above the rails and arranged to engage the same should a wheel become derailed, and connections between the beam and the cook or valve, substantially as described.

4. In a device of the class described, the combination with a car having a cock or valve, of a transverse beam normally supported above the rails, and adapted to be upwardly displaced by contact with the rails should the car become derailed, a bell-crank lever having one of its arms located above the beam and operated thereby, and means for connecting the other arm of the lever with the cook or valve, substantially as described.

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

VILLIAM R. CARROLL.

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