US769576A - Car-brake for railroads. - Google Patents

Description

PATENTED SEPT. 6, 1904.

E. A. WAGENBR. GAR BRAKE FOR RAILROADS.

APPLICATION FILED SEBT. 30, 1903.

3 SHEBTSSHEET 1.

NO MODEL.

BYCJ Z WITNESSES. 0 24/104 5%.

No. 769,576. PATENTED SEPT. 6, 1904. E. A. WAGBNER. GAR BRAKE FOR RAILROADS.

APPLICATION FILED SEPT. 30. 1903.

[ H1 lit: L J F LJ WITNESSES: INVENTOR.

d/fwawm zwm 21 MW,

A770 EX N0 MODEL.

PATENTED SEPT. 6, 1904.

E. A. WAGBNER. CAR BRAKE FOR RAILROADS.

APPLICATION FILED SEPT. 30, 1903.

3 SHEETS-SHEET 3.

ATT NEY.

Patented September 6, 1904,

FFICE.

EDlVARD A. XVAGENER, OF DENVER, (OLORADQ CAR-BRAKE FOR RAILROADS.

SPECIFICATION forming part of Letters Patent No. 769,576, dated .Ueptember 6, 1904.

Application filed September 80, 1903. Serial N0. 175,250. (No model.)

To (0/7 7171mm it 711/[7 POW/(0771A Be it known that I, EDWARD A. \VAGnNnR, a

citizen of the United States, residing in the city and county of Denver and State of Colorado, have invented a certain new and useful Improvement in Car-Brakes for Railroads; andl hereby declare the following to be a clear and exact specification of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to an improvement in car-brakes for railroads, and has for its object to so construct and arrange such a device in combination with an operating mechanism as will effectually prevent the sliding of carwheels when the brake is applied.

A further object is to apply an equal braking pressure at each of two diametrically opposite points of the car-wheel, thus eliminating an undue strain and wear on the axle and to diminish the rubbing friction on the tread of the ar-wheel.

\Vith these objects in view the invention consists in the details of construction and combination of elements hereinafter set forth, and then specifically designated by the claims.

In the accompanying drawings, Figure 1 shows the general arrangement of the wheels of a railroad-car truck and the means for attaching my invention thereto. It is a sectional view taken on the line A B, Fig. 2, and partly on the line (,1 D, Fig. 3, looking in the direction of the arrow in each instance. Fig. 2 is the top view of the wheels of a truck and illustrates more fully the brake and its operating mechanism. Fig. 3 is an elevation corresponding to Fig. 2 looking in the direction of the arrow. Fig. 4. is a diagram to clearly set forth the operation of the brake.

Throughout the different figures similar parts are referred to by similar numerals.

in carrying out my invention as here embodied 1 represents the wheels of a truck, on the axle 2 of which are mounted, by means of journals, the levers 3, the two arms of each of the latter extending to equal distances on each side of the center of the axle and each arm holding near its outer extremity and in a yielding position by means of spring 12 a sliding box 4: to support the shafts 5 and 6.

On these shafts are mounted, respectively, upper friction-rollers T and lower frictionrollers 8 in such positions that the centers of their cylindrical surfaces are directly over the centers of the rails 9. By unfastening of caps 23 the levers 3 can easily be removed from the axle, and they are secured from move.- ment along the axle by collars 2.

A friction-plate is represented by 10, which may be either rigidly or yieldingly attached to any framework outside of the car-wheel; but as the method of attaching this plate may be varied in wide limits I do not claim any particular construction. Hence the parts represented by reference characters 10, 11, and 18 do not form a part of my specification, but are given to illustrate my purpose.

To the shafts 5 are pivotally connected the yokes '13. To one of these yokes is pivoted one end of the rod 14:, to the other yoke one end of the rod The other ends of rod 1% and rod 15 are pivoted to bar 16, and midway between them is pivoted the rod 17, which latter is connected to whatever appliance may be used to furnish the power for operating the brake.

\Vhcn it is desired to apply the brake, rod 17, Fig. 1, is pulled in the direction of the arrow until friction-roller 7 and friction-roller 8, Fig. 4, occupy, respectively, the positions indicated by the dotted circles 7" and 8. Before reaching this final position friction-roller T will have come in contact with plate 10, as indicated by the dotted circle '7, and frictionroller 8 will have come in contact with rail 9, as indicated by the dotted circle 8. In this position when wheel 1 is supposed to rotate in the direction of arrow 19 friction-roller 7 will be stationary, while friction -roller 8, touching rail 9, will rotate in the direction of the arrow near its circumference. This will continue until friction-roller T and frictionroller 8 reach the position of dotted circles 7" and 8". Now friction-roller 7" is in contact with wheel 1, which causes friction-roller 7" to rotate in the direction of the arrow shown near its circumference. At the same time friction-roller T" is also in contact with plate 10; but the pull exerted by yokes 13 is greater than the pressure exerted by spring 11, so

that friction-roller 7 is in rolling contact with car-wheel 1 and in sliding contact with plate 10, this latter tending to diminish the speed of rotation of friction-roller 7 and consequently of car-wheel 1. As soon as roller 7 comes to the position of dotted circle 7 roller 8 comes to the position roller 8*, and as there exists a greater pressure (caused by the spring 12) between roller 8 and rail 9 than there exists between roller 8 and car-wheel 1 the direction of rotation of 8 is maintained and is opposite to the direction of rotation of car-wheel 1 at their line of contact. Hence there exists a sliding contact between roller car-wheel 1.

An essential feature is that the direction of rotation of car-wheel 1 relatively to the position of the center line joining roller 7 and roller 8 be as is shown by the arrow 19, so that car-wheel 1 shall not have a tendency to wedge friction-roller 7 against plate 10 nor roller 8 against 9. When car-wheel l rotates in the direction represented by arrow 21, the device must be attached so that roller 7 and roller 8, Fig. 4c, occupy, respectively, the positions shown by dotted circles 22 and 23, the operating mechanism being attached relatively as before.

It will be seen that the details of construction as here shown could be varied within certain limits. Hence I do not confine myself to exactly this construction, but imply such modifications of details as properly come within the spirit and scope of the invention.

Having thus fully described my invention, what I claim as new and useful is 1. In a railroad-brake system the combination of two friction-rollers, located (relatively to the car-Wheel) diametrically opposite to each other, with means for bringing said rollers simultaneously into contact with the tread of the car-wheel and also with independent stationary surfaces, substantially as set forth and for the purpose specified.

2. In a railroad-brake system, the combination of a plane frame, centrally journaled on the car-wheel axle, with two pairs of frictionrollers, one such roller being pivoted near each corner of said frame, the cylindrical face of said roller being made to engage with the tread of the car-wheel substantially as set forth.

3. In a railroad-brake system, the combination of a pair of friction-rollers with a shaft movably held in the correspon ding extremities of rigid levers, centrally journaled, substantially as set forth.

4:. The combination of a rigid lever, centrally journaled as a fulcrum, with a sliding box near each of its two extremities, said boxes being yieldingly held in place by springs, substantially as set forth.

5. The combination of one or more frictionrollers with means for bringing the same into contact simultaneously with the tread of a wheel of a car-truck and friction-surfaces independent of said wheel; and means for normally holding said friction-rollers out of contact with said car-wheel, substantially as set forth.

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

EDWARD A. WAGENER.

Witnesses:

51:0. F. MAIL, W. H. LETT.

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