US737410A

US737410A - Car.

Info

Publication number: US737410A
Application number: US12509202A
Authority: US
Inventors: Stephen E Jackman
Original assignee: Individual
Current assignee: Individual
Priority date: 1902-09-27
Filing date: 1902-09-27
Publication date: 1903-08-25
Anticipated expiration: 1920-08-25

Description

No. 737,410. PATENTBD AUG. 25, 190s. s. E. JAGKMAN.

CAR.

APPLICATION FILED SEPT. 27. 1902.

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No. 737,410. PATENTBD AUG. 25, 1903. S. E. JAGKMAN.

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APPLIUATION FILED SEPT. 27. 1902.

NO MODEL.

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No. 787,410. PATENTED AUG. 25, 1903.

S. E. JACKMAN.

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APPLIOATION FILED SEPT. 27, 1902.

N0 MODEL. 3 SHEETS-SHEET 3.

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UNTTED STATES Patented August 25, 1903.

STEPHEN E. JAOKMAN, OF BROOKLYN, NEV YORK.

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SPECIFICATION forming part of Letters Patent No. 737,410, dated August 25, 1903. Application iiled September 27, 1902. Serial No. 125,092. (No model.)

.To @ZZ whom t may concern:

Be it known that I, STEPHEN E. JACKMAN, a citizen of the United States, and a resident of the city of New York, (Coney Island, borough of Brooklym) in the county of Kings and State of New York, have invented a new and Improved Oar, of which the following is a full, clear, and exact description.

The invention relates to amusement devices, such as inclined or switchback railways, of the kind shown and described, for instance, in the application for Letters of the United States filed by me under even date herewith, Serial No. 125,091.

The object of the improvement is to provide a new and improved car arranged for convenient and safe coupling to another car and having a brake mechanism under the control of the attendant to permit of checking the speed of the car on the downslope, the car also having a circuit-closer for closing a circuit in the track to annunciate the position of the car on the track.

The invention consists of novel features and parts and combinations of 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 l is a side elevation of the improvement. Fig. 2 is a longitudinal sectional elevation of the same. Fig. 3 is a rear end View ofthe same, the track being shown in section. Fig. 4 is a plan view of the car-truck, part being in section. Fig. 5 is a transverse section of the same on the line 5 5 of Fig. 4. Fig. 6 is a side elevation of the coupling for coupling adjacent cars together. Fig. 7 is a plan View of the same. Fig. 8 isa longitudinal sectional elevation on the line 8 8 of Fig. 4 of the fork and its casing for engagement by the elevating-chain. Fig. 9 is an enlarged transverse section of one of the carwheels and its mounting; and Fig. lO is a cross-section of part of the brake, showing the electric circuit-closer of the carin position for closing the circuit.

The car-body A is mounted in a suitable manner on a car-truck B, on the sides of which are secured brackets C, each carrying in its top portion a vertically-disposed pivot D, (see Fig. 9,) on the lower end of which is journaled the middle portion of a fork E, supporting in its sides an axle F, engaging the the hub G of a car wheel G, mounted to travel on the track-rail H of the continuous track, as plainly indicated in Figs. l, 2, and 3.

The forks E of the front car-wheels are pivotally connected with each other by a crossbar E', and a similar crosshbar E connects the forks E of the rear car-wheels with each other, as plainly indicated in Fig. 4.

By the arrangement described the car wheels G are free to revolve on their shafts, secured by set-screws F in the forks E, and the forks are free to turn on the vertical pivots D; 'but the forks of the front wheels and those of the rear wheels turn in unison with each other, owing to the pivotal connection by the cross-bar E', which insures proper turning of the car around curves without undue friction or binding of the car-wheels on the track-rails.

In the top of each bracket C is formed an oil-well C', containing an oil or other suitable liquid lubricant, and the bottom of this oilwell C is connected by a block C2 of a porous material-such as ratan, porous oak, or the like-v-to connect the oil-well with an opening E2 in a bearing-plate E3, resting on a bearing'- plate E4, having an annular groove E5 in register with the opening E2, the said bearingplates E3 and E4 being interposed between the top of the forkE and the under side of the top portion of the bracket C, as plainly indicated in Fig. 9, to allow convenient turning of the fork E on the pivot D. Now the lubricant percolating through the oil-block C2 to the opening E2 passes into the annular groove E5 and between the bearing-plates E3 and E4, so as to thoroughly and continually lubricate the same. An annular oil-well G2 is formed in the web of each car wheel G aroundthe hub G', and a block G3, similar to the block C2, is heldin the hub G' to connect the oil-well G2 with the axle F to lubricate the same. A channel F2 is formed in the axle F and leads from one outerend of the same to the middle portion thereof to allow of lubricating the axle by the operator whenever it is deemed necessary to do so.

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In the top of each bracket C and near the outer end thereof is arranged a horizontallydisposed friction-wheel I, mounted to rotate loosely on a suitable spindle I', screwed in the bracket C and secured therein by a setscrew I2, as plainly shown in. Fig. 9.. The friction-wheels I are adapted to travel on side guard-rails H, forming part of the track, as plainly shown in Fig. 3. The tops of the brackets C on each side ofthe car are connected with each other by guard-plates J, extending immediately below a horizontal guard-rail H2, likewise held on the track to prevent a car from jumping up 0E the carwheels G to leave the rails H, as will be readily understood by reference to Fig. 3. The plates J also serve as a step for passengers stepping into or out of the cars.

Directly above each guard-plate J is arranged a longitudinally-extending rubbingplate J for engagement by the free ends of safety-catches arranged in the 11p-track of the inclined railway, as morefully shown and described in the application above referred to. On the front e'nd of the car are arranged guard-plates J2, in alinement with the rubbing-plates J', to prevent the car from being injured by the said safety-catches when the car travels up the inclined railway.

In order to enable the attendant to keep control of the speed of the car, I provide a suitable brake mechanism, consisting, essentially, of longitudinal brake-shoes K, one on each side of the car, adapted to engage brakerails H2, arranged in the track inside of the track-rails H, as,illustrated in Fig. 3. The brake-shoes K are hung on depending arms K, K2, and K3, of which the arms K2 and K3 of each brake-shoe have their pivots K4 journaled in suitable bearings carried on the truck D, while the arms K of the two brakeshoes are secured on a single pivot K5, extending transversely on the truck and journaled in suitable bearings thereon. On this pivot K5 is secured an upwardly-extending lever K17l Within convenient reach of the attendant of the car, so as to enable the same to impart a turning motion to the pivot K5 to swing the arms K and the brake-shoes K downward in engagement with the brakerails H3 to brake the car, it being understood that the arms K2 and K3 of each brake-shoe serve to insure a parallel swinging movement of the brake-shoes to properly engage the same throughout their length with the brake-V rails H2. A very powerful brake mechanism is thus provided.

Brake-shoes L and L for the front and rear wheels of the cai-sare also provided and hung on transverse shafts L2 and L2, journaled in suitable bearings in the truck D, and on the said shafts are arranged upwardly-extending arms L4 and L5, connected with each other by links L6, made in sections, with turnbuckles L7 to allow of adjusting the position of the shafts L2 and L3 relative one to the other to bring the brake-shoes L and L in proper relation to the front and rear car-wheels.V On the front shaft L2 is secured a depending arm L8, connected by a link L9 with an arm L10, mounted to turn loosely on the pivot K5, previously referred to, and the said arm L10 is provided with an upwardly and forwardly extending foot-piece L11, adapted to be engaged by the foot of the attendant to turn the arm L10 on the pivot K5 to turn the shafts L2 and L3 to bring the brake-shoes L and L' in braking contact with the car-wheels G. When the operator releases the pressure on the footpiece L11, the brake-shoes L and L swing off the wheels by their own weight.

On the under side of the car is arranged a fork N, adapted to be engaged at its free ends by cross-bars of the elevating-chain used for drawing the car up the incline, and the said fork N is hung loosely on a pivot N', arranged in a casing N2, secured to the truck B, the said casing being open at its bottom and arranged in such a manner that the forkv N can swing upwardly andl rearwardly to pass over obstructions in the track, but is prevented from swinging forwardly by abutting against the vertical front wall N2 of the casing N2, as plainly indicated in Fig. S.

In order to allow of coupling several cars together to form a train, I provide each car with a longitudinally-extending draw-bar O, fulcruined at O on the truck-frame and extending over a guide-plate B beyondthe end of the car, as plainly indicated in Figs. 6 and 7. The outward end of the draw-bar is connected by a transverse pivot O2 with a coupling-link O3, having a lug or projection OL1 at each end adapted to swing in engagement with the top of the draw-bar O to prevent coupled 'cars from jumping upward off the track-rails. On the end of each car and directly over the draw-bar O is arranged a bracket O5 to prevent the projecting end of a draw-bar from being bent on an unusual strain.

In order to enable the operator in charge of the inclined railway to determine at what point a car is traveling at the time, I provide in the track a number of circuits connected with alarms or annunciators, each circuit being normally opened and closed by a wheel P, carried 'at the rear of the car, so that when this car passes over the circuit in the track the said circuit is closed and the corresponding alarm or annunciation isgiven at the station. The wheel P on the car has a metallic rim and is journaled in a suitable bearing P, mounted to slide vertically in suitable bearings on the car, the bearing being pressed by a spring P2 to normally hold the bearing and its wheel in lowermost position to engage contact-plates Q and Q,he1d insulated on the top of blocks Q2 and Q3, arranged in the track, as plainly indicated in Figs. 1 and 10. The ends of the blocks Q2 and Q3 are beveled to allow the wheel P to easily travel np the same againstthe tension of the spring P2 of its bearing P to connect the IOO IIO

contact-plates Q and Q with each other, thus closing the circuit. The contact-plates Q and Q' are provided with suitable bindingposts Q4 and Q5, from which lead positive and negative wires R and R to the annunciator or alarm of any approved construction located in the station.

Having thus described my invention, I claim as new and desire to secure by Letters Patent- 1. A car having longitudinal brake-shoes for engagement with xed brake-rails in the track near the sides thereof, arms on which the shoes are hung, transverse pivots journaled on the car and carrying the arms, one of the pivots extending across the car and carrying the arms of both shoes, and a handlever on this pivot, under the control of the operator, as set forth.

2. A car having brake-shoes for engagement with fixed brake-rails; means for holding said shoes in operative relation to said rails; a hand-lever adjacent the seat of the rider for applying said brakes to said rails; brakes for the wheels of the car; and a footlever adjacent the seat of the rider for operating said brakes; said hand lever being adapted to be pulled backwardly to operate its brakes, and said foot-lever being adapted to be moved forwardly to apply the Wheelbrakes, whereby each lever forms apoint of purchase or of bracing for the rider when operating the other lever; and a part of the power thus exerted upon either lever reacts upon the other.

3. A car having a car-wheel, a fork, in the sides of which the wheel is journaled, a pivot engaging the middle portion of the fork, a bracket on the car, in which the pivot is journaled, and a bearing between the bracket and the middle portion of the fork, said bracket containing an oil-reservoir in communication with said bearing as set forth.

4. A car having side brackets to which the car-wheels are jonrnaled, and longitudinal plates on the said brackets, projecting horizontally from the sides of the car to engage the under side of car-rails in the sides of the car-track, to prevent the car from leaving the track, as set forth.

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

STEPHEN E. JACKMAN.