US772460A - Braking system for railway-trains. - Google Patents

Description

No. 772,460. PATENTBD OCT. 18, 1904.

" J. A. FIELD. I

BRAKING SYSTEM FOR RAILWAY. TRAINS.

. APPLICATION FILED JULY 3, 1903.

NO MODEL. v 11 8HEBTS-BHEET 1.

Witnesses; Inventor.

, PATBNTED OCT. 18, 1904.

' J. A. FIELD. BRAKING SYSTEM FOR RAILWAY TRAINS.

APPLICATION FILED JULY 3, 1903.

T's-SHEET 2.

ISHIJE no MODEL.

Witnesses.

Attorneys PATENTED OCT. 18, 1904.

J. A; FIELD. BRAKING SYSTEM FOR RAILWAY TRAINS APPLICATION FILED JULY 3, 1903.

11 SHEETS-SHEET 3.

N0 MODEL.

Inventor.

Witnesses.

Attorney.

No. 772,460. PATENTED 001. 18, 1904.

J. A. FIELD. Y

BRAKING SYSTEM PORRAILWAY TRAINS. I

APPLIOATION FILED JULY 3, 1903. Y NO mo nnn. 11 sums-sum 4.

- PATENTED OCT. 18, 1904.

; J. A. FIELD. BRAKING SYSTEM FOR RAILWAYTRAINS.

- APPLICATION PILED JUI JY 3, 1903. I

NO'MODEL'. 11 sums-sum 5.

I Fig.9. W I 1 T Witnesses.

No.772,4 60. PATENTED 00T.1R,1904. J.A. FIELD. I BRAKING SYSTEM FOR RAILWAY TRAINS.

APPLIQATIONIFILED JULY 3, 1903.

N0 MODEL. I v 11 SHEBTS-SHEET 6;

Fig. 15.

R605 g w a M v Q Attorney.

PATENTED OCT. 18, 1904.

I No. 772,460.

J. A. FIELD. BRAKING SYSTEM FOR RAILWAY-TRAINS.

APPLICATION FILED JULY 3, 1903.

11 SHEETSSHEET -'I.

N0 MODEL.

PATENTED OCT. 18, 1904. J. A. FIELD.

BRAKING SYSTEM FOR RAIIiWAY TRAINS.

' APPLICATION rum) JULY 3, 100a. -N0- MODEL.

- 11 sums-81mm: a.

III/III! Fig.24.

PATENTED OCT. 18; 1904.

J. 'A. FIELD.

BRAKING SYSTEM FOR RAILWAY TRAINS.

APPLICATION FILED JULY 3, 1903.

11 SIIBE'ISSHEET 9.

N0 MODEL.

N 772,460. 7 PATENTED' 001?; 1a, 1904.

J.- A. FIELD.

BRAKING SYSTEM FOR RAILWAY TRAINS.

APPLICATION FILED JULY 3, 1903.

N0 MODEL. 11 SHEETS-SHEET 10.

Witnesses.

gfiyw." By I 4m. /"rz eso.v PATENTBD 0011s, 1904.'

J. AJPIELD.

BRAKING SYSTEM FOR RAILWAY TRAIN S.

APPLIUATION'PILED JULY 3, 1903. 7

N0 MODELv 11 SHEETS-SHEET 11'.

Fig. 33.

Witnesses. I w lnve'nt or.

WW: I '7 a g- WQ-QQQV UNITED STATES Patented October 18, 1904.

PATENT OFFICE.

BRAKING SYSTEM FOR RAILWAY-TRAINS.

' SPECIFICATION forming part of Letters Patent No. 772,460, dated October 18,1904.

I Application filed July 3, 1903. Serial No; 164.165. 7 (N0 model.)

To all whom it Wmy concern.

Be it known that I, J nssn A. FIELD, a citizen of the United States, residing at Dunkirk, in thecounty of Chautauqua and State of New York, have invented certain new and useful Improvements in Braking Systems for Railway-Trains, of which the following is a speci-' fication. y 7

This invention relates to animproved braking system for railway-trains or the like in which the cars are equipped with brakes which are controlled from the locomotive througha series of abutting connections.-

One of the features of the invention has reference to the brake-operating connections, which are notinterlocked or fastened together in any way and operate merely through contact, so that it is necessary to attend only to the car-coupling in coupling or uncoupling cars.

Another feature has reference to a means for compensating for the movement of the cars toward or from each other during the travel of the train, so that such movement will not operate the brakes.

Another'feature has reference to a manually-operative device which is arranged to actuate the automatic brake-setting mechanism for the purpose of enabling the setting "of brakes on cars either connected with or decomotive-controlling lever.

Another feature has reference to a peculiar construction of locomotive brake -setting mechanism, whereby the brakes can be set on cars attached to either the front or rear of the locomotive, which is particularly desirable in yard-engines or the like.

tached from the train independent of the 10- The invention also has reference to other features and to certain details of construction, all of whichwill be fully and clearly hereinafter described and claimed, reference being had to the. accompanying drawings, in which a preferred adaptation of the same is shown.

Figure 1 is a side elevation of a locomotivetender and the rear-portion of' a locomotive equipped with .the improved brake. Fig. 2

is a side elevation of a freight-car equipped with the improved brake.- Fig. 3 is a longitudinal section" through the trucks of a car, showing the improved brake. Fig. 4 is an ing position.

enlarged detached top plan view of the forward truck of the locomotive-tender, showing the friction mechanism located thereon. Fig. 5 is an enlarged detached end view of the shifting collar, also showing a fragment of the shifting-lever and a section through the axle. Fig. 6 is a longitudinal section through the friction mechanism on line a a, Fig. 7. Fig. 7 is a detached transverse section through the friction mechanism on line 6 Z), Fig. 9. Fig. 8 is an enlarged detached side elevation of the split ring. Fig. 9 is an enlarged detached plan view of the primary friction mechanism,

partly in section, also showing a fragment of friction-bands. Fig. 12 is an enlarged detached side view of one of the friction-bands. Fig. 13 is an enlarged transverse section through the axle, showing the loose collar and the stationary frame-piece attached thereto. Fig. 14 is an enlarged detached top plan view of a fragment of a car-truck, showing the friction mechanism for operating the brake. Fig. 15 is an enlarged detached side view of the camoperated' ring. Fig. 16 is an enlarged detached sideview of the hub and friction-disk. Fig. 17 is an enlarged detached longitudinal section through the friction mechanism on line c 0, Fig. 14, also showing a fragment of the axle. Fig. 18 is an enlargeddetached plan view of the friction mechanism, one-half of the recessed friction-disk being removed and the friction-disk being shown in clutch- Fig. 19 is a view of the mechanism shown in Fig. 18 looking in the direction of the arrow V. Fig. 20 is a transverse section on line (Z cl, Fig. 18,.looking in a direction opposite to the arrow V, the camsleeve being shown in its normal position. Fig. 21 is an enlarged detached fragmentary view of a portion of the truck and brakebeam. Fig. 22 is an enlarged detached fragmentary view of a'portion of the truck and brake-beam, showing the method of support- 4 ing the beam from the truck. Fig. 23 is'an enlarged transverse section through a portion of the truck, showing a slde elevation of the.

brake mechanism. Fig. 24 is an enlarged detached top plan view of a car-truck, showing the brake mechanism attached thereto. Fig. 25 is an enlarged detached side elevation of a car-truck, showing the brake mechanism in its normal position, a portion of the truck being broken away to more fully disclose the brake mechanism. Fig. 26 is a view similar to Fig. 25, showing the brake in braking position. Fig. 27 is an enlarged detached fragmentary side view of the compensating device. Fig. 28 is an end view of the device shown in Fig. 27. Fig. 29 is a section on line a 6, Fig. 27. Fig. 30 is a longitudinal section through the sleeve, also showing a fragment of the swinging rods. Fig. 31 is an enlarged detached side view of the swinging bearings. Fig. 32 is an enlarged detached side elevation of one of the draw-bars. Fig. 33 is a side view of a locomotive provided with the mechanism used when switching cars.

The preferred form of brake proper is of automatic character, being connected to the axle by a friction device controlled from the locomotive. so that the rotation of the axle itself will gradually wind up a chain, which in turn will set the brake.

1n the preferred adaptation of the invention illustrated a locomotive and cars are shown equipped with the preferable type of my improved braking system, and in referring to the same in detail, in which like numerals designate like parts, in Figs. 1 and 2, 1 represents the body of the locomotive; 2, the cab thereof; 3. the driving-wheels, and 4. a tender, (shown in Fig. 1,) which is connected to the locomotive by a coupling 5.

A view of a car is shown in Fig. 2, the body of which (designated by the numeral 6) is mounted upon forward and rear trucks.

The brake mechanism comprises a rod longitudinally located beneath each car and a brake which is actuated by the movement of said rod, the rods being arranged so that the end or ends of each rod contacts with the end or ends of the rod or rods of an adjacent car or cars when the train is made up, so that the movement of the forward rod will impart a corresponding movement to the remaining rod or rods, and thus simultaneously set the brakes.

Referring to Figs. 1 and 83 for illustrations of the forward portion of the rod mechanism, an engineers brake-setting lever 7 is provided with a handle 8 on its upper end, pivoted at an intermediate point to a bracket 9, depending from the cab, and has its upper end extending inside the cab to within convenient reach of the engineer and its lower extremity pivoted to a rod 10, which extends rearwardly from the locomotive and longitudinally beneath the tender. The rearward end of the rod 10 is pivoted to the common pivoting-point of a pair of toggle- levers 11 and 12, (see Figs. 4 and 9,) and one of these levers is pivoted to a shiftable arm arranged to move a friction device into operating position.

The friction mechanism which will now be described is located on one of the trucks of the tender, preferably the forward truck, and is illustrated in Figs. 1, 4, to 13, inclusive.

Referring to Fig. 9, the outer end of the toggle-lever 11 is pivoted to a stationary bar 13, which is fastened rigidly at one end to the truck 14L and bolted at the other end to a collar 15, loosely mounted upon the axle 16. The toggle-lever 12 has one end pivoted to a shifting-lever 17, having its inner end pivoted to the truck 14 by a pin and its outer end provided with a yoke 18. A shifting collar or sleeve 19, loosely mounted upon the axle 16, has a comparatively narrow groove .20 in its periphery, (see Fig. 6,)forming an annular depression in which a split collar 21 is loosely seated, and the yoked end 18 of the shiftinglever 17 partially encircles the collar 21, to which the ends of the yoke 18 are pivoted by pins 22. An annular groove or depression 23 is found in the periphery of the sleeve 19, between the groove 20 and the end of the sleeve, and this portion of the sleeve 19 forms a drum or spool upon which a chain 21 is adapted to be wound. One end of the chain 24 is fastened to the sleeve 19, and the other end is fastened to the common pivoting-point of a pair of toggle- levers 25 and 26, which correspond to the toggle- levers 11 and 19. (See Fig. 4:.) These levers 25 and 26 operate a friction mechanism mounted upon the axle 27 of the truck 1 which is precisely similar in construction to that on the axle 16, so that a description of one of these friction mechisms will suffice for both.

Referring to Figs. 5, 6, 7, and 9 for the details of the friction mechanism, the sleeve 1.) is provided at one end with two oppositelyextending portions or lugs 28, and each of the lugs or portions 28 is provided at its outer end with a horizontally-extending pin 29, upon the opposite end of which is securely fastened a forked portion 30. (See Figs. 5 and 6.) This portion 30 is formed substantially as shown in Fig. 10 and has two horizontally-extending arms 31, the outer portions of which are circular in cross-section and having the inner surface of the inner portions flattened, as shown at 32, and tapered toward each other at their inner end, as shown at 33. The purpose of this construction will be described further on. A disk or circular friction-block EH is keyed or otherwise rigidly fastened to the axle 16 adjacent to the collar or sleeve 19, (see Fig. 6,) and two frictiou-baluls 35, each substantially semicircular in form, surround the disk or friction-block 34 and are adapted to be frictionally locked thereto. These friction-bands 35 do not extend entirely around the periphery of the disk or block 31-, as they are made sufficiently short to provide an in-Y tervening space between their ends, substantially as shown in Fig. 7, so that when the bands 35 are locked to the disk 34 their ends will .not be in contact. The bands 35 are formed as shown in Figs. 6, 7, and 12, and each band is provided at each end with a short extension or. lug 36, which extends from the middle of the end of the band and substantially at right angles thereto. A short circular inwardly-extending lug 37 is formed upon the inner face of each ofthe extensions or lugs 36, the two adjacent lugs 37 constituting opposite supports for a short spiral spring 38,.which is placed between the inner faces of the extensions 36. The purpose of these spiral springs 38 is to force the friction-bands 35 from each other, and thus normally maintain them from frictional contact with the disk or block 34. The disk 34 and frictionbands' 35 are inclosed in a circular-casing 39, substantially as shown in Figs. 6, 7, and 8. This casing 39 vis preferably formed in two halves andfastened together around the friction disk and bands by bolts 40, each end of the peripheral portion of each half of the easing 30 being provided with portions 41, which extend substantially at right angles thereto and form when the casing is assembled inside chambers, .in which the lugs or extensions 36 are adapted to operate. The inner peripheral surface of the casing 39. is also recessed at 42 to provide a pocket in which the arms 31, extendingfrom the portion 30, are adaptedto seatand operate, the arms 31 being of K sufficient length so that their outer ends will pass through and slide in openings formed inthe outer side wall of the casing 39. (See Fig. 6.) The collar or sleeve 19 is also preferablyformed in halves, which are secured around theaxle 16 by bolts or screws 43 (see Fig. 9) to facilitate the removal of said collar from the axle when necessary for repairs. The first friction mechanism 1 will term hereinafter the primary friction mechanism and the second friction mechanism as the secondary friction mechanism. The primary friction mechanism is operated from the cab and in turn operates the secondary friction mechanism. The purpose of employing two friction mechanisms is to reduce the power required to apply the brakes to the minimum,

the primary friction mechanism being easily set by the engineer, as it only has to apply the secondary friction, which serves as the actual brake-setting mechanism. However,the brakes on. short trains of fouror five cars can be set easily enough by one friction mechanism only, so in some instances one of the friction mechanisms may be dispensed with.- A chain 44 is. wound upon the drum formed by the groove 23 on thesleeve 19 of the secondary friction mechanism and has. one end fastened to the sleeve 19 on the shaft 27 and has its other end fastened to a rod 45, which extends longitudinally beneath the tender throughout its entire length and is supported in swinging bearings formed as shown in Figs. 1 and 31. These swinging bearings consist of a block 46, in which the rod 45 is securely held, and a transversely-extending plate 47, upon which the block 46 is supported, theblock 46 being provided with a depression in which the up' per. portion of the plate 47 is seated. .The ends of the plate 47 are enlarged and provided with openings 48, in which the lower and inner ends of two diagonally-extendinglinks 49 are loosely secured. The upper and outer ends of the connecting-links 49 are passed through openings 50 in plates 51, which are secured to the bottom of the tender. (See Figs. 1 and 31.) The purpose of forming the supporting-bearings for the rod 45 in this manneris to allow for the upward movement of the rod 45 and the rods 53 to operate the brake, as hereinafter described. A slight transverse movement of the rod 45 is also provided for, the block 46 being adapted to slide transversely upon the plate 47. (See Fig. 31.)

y This rod 45 is given a rearward movement to operate the brake by the winding of the chain 44 upon the drum formed by the groove 23 in the sleeve 19, which is mounted on the axle 27 The rear end 'of the rod 45 is provided with a contact-shoe 52,formed as shown in Fig. 1, the contact-face of the shoe 52 being rounded or convexed for a purpose hereinafter described and being arranged with its greaterlength in avertical direction, so as to permit the teetering or vertical oscillation of thecar on its axle, moving the contact-shoes vertically by each other.

. The .mechanism for operating the friction mechanism located beneath the car to whichthe brake is attached, the friction mechanism, the mechanism for operating the brake, and

.the brake will next be described in the order named, reference being had to Figs. 2, 3, and 14 tov 23, inclusive. The mechanism for op,- erating the friction mechanism has two rods 53, which correspond to the rod 45, located beneath the tender, and are supported beneath the car 6 by swinging bearings similar to the bearings which support the rod 45 beneath. the tender. The bearings are located near each end of the car 6 and support the outer ends of the rods 53. See Figs. -2 and 3.) The inner ends of the rods 53 are fitted-in an opening 54 in a sleeve 55, which is supported from the bottom of the car and near the center thereof by a swinging bar 56, pivoted by a pin at its upper end to a lug 57, fastened to 58, extending from the surface of the sleeve 55. The inner ends of the rods 53 are sufficiently the car-bottom, and at its lower end to alug separated so that either rod may have a slight longitudinal movement within the-sleeve 55 (see Fig. 30) without affecting, the outer end for the purpose of compensating for the movement of the draw-bars, aswill be described farther on. A contact-shoe 59, similar to the contact-shoe 52 on the rode5, is secured to the outer ends of each of the rods 53, and the rods 53 are of such length so that when a number of cars are coupled to a locomotive the contact-shoe 59, secured to the forward end of the rod 53 on the first car, will be in contact With the shoe 52, secured to the rod 45 beneath the tender, and the contact-shoe 59, secured to the rear end of the rod 53 on the first car, will be in contact with the shoe 59, secured to the forward end of the rod 53 on the car immediately following. (See Fig. 1.) The convexed contact surface of the shoes 52 and 59 permit the shoes to be in contact while the cars are traveling around curves and also provide for the teetering motion or vertical oscillation of the cars, the shoes being extended sufficiently in a vertical direction to maintain the shoes in contact as before described. A lug 60 is formed on the upper surface of the sleeve 55, and the inner end of a rod 61 is pivoted to the lug 60 by a pin, the rear end of the rod 61 having pivoted thereto by a pin two short levers 62 and 63, the opposite ends of which are provided with slots 6 1 and 65. (See Figs. 2, 3, and 19.) These levers 62 and 63 are connected to a portion of a friction mechanism mounted upon one of the axles of the car, which 1 term the brake-operating friction mechanism. An elongated hub 66 is rigidly fastened by bolts around anaxle 67, journaled in the truck 68 beneath the car 6. This hub 66 is provided near one end with a friction-disk 69, having its peripheral surface tapered or beveled, as shown in Figs. 17 and 18, and at its opposite end with a peripheral flange 70. A short sleeve 71, having a peripheral flange 72, formed at one end, loosely surrounds the hub 66, the flange 72 having a recess 73 formed in its outer face, in which the flange of the hub 66 seats. The sleeve 71 has the face of itsinner end formed as shown at 7 4 in Figs. 14 and 18, which forms a cam-surface, and a ring or collar 75, provided with two laterallyextending lugs 76, loosely encircles the hub 66, the lugs 76 being adapted to operate against the cam-surface 74E of the sleeve 71. The flange 72 is provided with two laterallyextending pins 77 and 78, placed substantially opposite to each other, as shown at Fig. 19, which fit in and extend through the longitudinal slots 64 and 65 in the ends of levers 62 and 63. The pins 77 and 78 are normally located in opposite ends of the slots 6& and 65, (see Fig. 19,) so that the movement of the levers 62 and 63 in either direction will force the terminal end wall of one of the slots against one of the pins and partially rotate the sleeve 71, the other slot permitting a free movement of the other pin. By this meansthe sleeve will be partially rotated in one direction only and by the movement of the levers 62 and 63 in either direction, and as the rotation of the sleeve operates the brake-setting mechanism, as more specifically set forth farther on, the movement of the levers 62 and 63 in either direction will actuate the friction mechanism to set the brake. The sleeve 71 and ring or collar are neferably formed in halves and secured around the hub 66 by bolts. (See Figs. 17 and 18.) A disk 79, provided with a comparatively deep side depression or recess 80, in which the friction-disk 69 is adapted to operate, encircles the hub 66, the peripheral wall of the depression or recess 81) being beveled or tapered at 81 to correspond to the beveled surface of the friction-disk 69. (See Figs. 17 and 18.) The depression or recess 86 at its outer portion is of a suliicient larger diameter than the diameter of the friction-disk 69 so as not to be in contact therewith, but tapers down toward its inner wall to a diameter slightly smaller than the diameter of the friction-disk 69, so that when the disk 79 ismoved by the cam 7a it will be frictionally locked to the friction-disk 69. The d isk 79 is n'eferably formed in halves to facilitate its removal from the friction-disk 69, the ends of the halves being provided with outwardly extending flanges 82, through which bolts are passed to secure the two parts together. A circular plate 83, provided with a hub 84,-, which loosely encircles the hub 66, is secured to the outer side of the disk 79 by screws, the purpose of the plate 83 being to close the side opening of the depression 80. The disk 79 has a laterally-extending hub 85, which is provided with an annular groove or depression 86, in which a chain 87 is adapted to be wound. The hub 85 of the disk 79 is of suilicient width to be in contact with the side face of the ring or collar 75. (See Figs. it, 17, and 18.) The chain 87 has its rear end secured to a pin 88, projecting from the side of the disk 79, and its forward end secured to the rear end of a long rod 89, which extends longitudinally beneath the car to the forward truck 90, and has its rear end loosely supported in a bearing 91, depending from the bottom of the car 6. The brake mechanism is preferably supported from the forward truck 99 of the car 6, as illustrated in Figs. 2, 3, and 2.1. to 26, inclusive. Two transverselyextending beams 92 and 93 are supported from the truck 90 by links 94. Each of the links 9t has its lower end pivoted by a pin between a pair of vertically-extending cars or lugs 95, secured to the top surface of the beams 92 and 93 by bolts 96, and its upper end pivoted by a pin between the outer forked end of a horizontally-extending bar 97, which is secured at its inner end to the truck 90 by a bolt 98. Brakeshoes 99 are secured to the ends of the beams 92 and 93 in any well-known manner and are adapted to frictionally engage with the tread of the ear-wheels 100. A lever 10.1 is pivoted at its upper end by a pin to the outer forked end of a bar 102, which is bolted to the truck ears 103, extending'from the beam 92. The

1 lower end of the lever 101 is pivoted by a pin the forked end of the rod 89.

to one forked end of a connecting link or bar 104, the opposite forked end of which is pivoted by a pin to the lower end of a verticallyextending lever 105.

The vertically-extending lever 105 is pivoted by a pin at an intermediate point to a pair of ears 106, extending from the beam 93 and at its upper end to A means is provided whereby the brake may be manually applied from the car itself by a brakeman, which is illustrated in Figs. 2, 3, 14, 18, 19, and 20. Avertically-extending rod 107, journaled in bearings 108, bolted to one end of the car 6, is provided at its upper end with a hand-wheel 109 and near its lower end with a ratchet 110. A chain 111 has one of its ends connected to the lower ends of the rod 107 and its other end fastened to the periphery of the flange 72 on the short sleeve. It will be seen that when the chain 111 is wound upon the bar 107 by turning the hand-wheel 109 the sleeve 71 will be given a partial r0 tation, the chain 111 performing the same duty when the brake is operated by hand as thelevers 62 and 63 when thebrake is operated from the locomotive.

A device is provided which is attached to the locomotive for use in setting the brake on cars and located in front-of the locomotive while switching them. This mechanism is illustrated in Figs. 1, 4, and 33. A rod 112,

corresponding to the rod 45 beneath the tender, is longitudinally supported beneath the locomotive by swinging bearings, which are similar in construction to those heretofore described. This rod 112 extends rearwardly from the locomotive underneath the rod 45 (see Fig. 1) and is supported at its rear end by a swinging bearing 113, secured to the bottom of the tender. A chain 114 is fastened at one end to the rear of the rod 112 and at its opposite end to the. collar or sleeve 19 of the secondary friction mechanism. The rotation of the sleeve 19 winds the chain 114 in the groove 23 and gives a forward longitudinal movement to the rod 112. A contactshoe 115, similar to the contact-shoes on the rods 45 and 53, is attached to the forward end of the rod 112, the forward movement of the rod 112 operating the rods 53 beneath the cars which would be coupled to the front of the locomotive while switching.

The operation of the improved system of car-brakes is as follows,-reference being had particularly to Figs. 1, 2, 3, 4, 6, 7, 9, 14,18, 19, 23, 24, 25, and 26: To operate the brake, the engineer will pull the lever 8 backward, thus giving a forward movement to the connecting-rod 10, which is pivoted to the lower end of the lever 8. The forward movement of the rod 10 will spread the toggle-levers l1 and 12 (see dotted lines, Fig. 9) and operate the shiftingzlever 17, which will shift the colthe tapered or wedge-shaped portions 33.

This will tighten the bands 35 around the friction-disk 34 and frictionally lock them to each other and cause the bands 35 to .revolve with the disk 34. The rotating movement of the friction-disk 34 and band 35 will cause the sleeve 19 to revolve by means of' the forked portion 30, which will wind the chain 34 in the groove 23. The winding of the chain in the groove 23 will spread the toggle- levers 25 and 26 and operate the shifting-lever 17 of the secondary friction mechanism. The shifting of the lever 17 will operate the secondary friction mechanism precisely as describedabove for the primary friction mechanism. The rotation of the sleeve 19 on the shaft 27 will wind'the chain 44 in the groove 23 and give a backward longitudinal movement to the rod 45. This movement will be transmitted to the rods 53 beneath the car 54 by means of the contact- shoes 52 and 59 coming in contact with each other. The backward movement of the rod 53 will cause the sleeve 56 to swing backward and move the rod 61 in the same di-' rection, which will cause one of the slotted levers 62 and 63 to give a partial rotation to the cam-sleeve 71. This is done by the end of the slot 78 in one of the levers coming in contact with the pin 77, which extends from the side of the flange 72 in the sleeve 71, and moving the pin,'thereby rotating the sleeve 71. The rotation of the sleeve 71 will shift the ring 75 by means of the lugs 76, which operate against the cam-surface 74 of the sleeve 7 1. The horizontal movement of the ring 75 will cause the recessed friction disk 79 to move horizontally on the hub 66 and bring the beveled surface of the friction-disk 79 into contact with the beveled periphery of the friction-disk 69, rigidly locking the disk 79 to the frictiondisk 69, which causes said disk 79 to revolve.

The revolution of the sleeve 71 winds the chain 87 in the groove or depression 86, formed in the hub 85 of the disk 79. The winding up of the chain 87 gives a rearward longitudinal movement to the rod 89, which rocks the lever 105 on its pivot and by means of the connecting-bar 104 swings the brakebeam 92 forward, thereby bringing the brakeshoes 99 on the beam 92 into contact with the tread of the wheels. When the forward brake-shoes 99 are in contact with the tread of the wheels, the continued backward movement of the lever 105 swings the brake-beams 93 backward and brings the brake-shoes 99 on the beam 93 in contact with the rear wheels of the truck.

In this improved brake system the brakes can be operated from either end of the car and by a longitudinal movement of the rods 53 in either direction or they may be operated independently by hand. The brakes may be set very strongly or but slightly by the movement of the engineers lever and are under perfect control.

The operation of setting the brakes is practically simultaneous.

A mechanism is provided for compensating for the movement of the cars while traveling,

so as to prevent the brakes being set by an independent movement of any of the cars. This is accomplished by means of rods which are connected to the draw-bars or car-coup- 5 hngs of the car and the rods for actuating the brakes, so that the brake-actuating rods are shifted to correspond to the movement of the draw-bars or couplings. Two rods 116 are longitudinally arranged beneath the car, each ein connec er a one enc 0 1e rawr. b g tlt lttld has 117 and at the opposite end to the upper member of a pair of pivotal levers. Two pairs of these levers are employed, one for each rod, Which are pivoted upon opposite sides of the 5 swinging bar 56, the upper members 118 be- 3 the pin 121, the ends of which likewise extend oppositely therefrom. (See Fig. 29.) The upper and lower members are loosely pivoted to each other by a pin-and-slot connection, a pin 122 extending from one member which projects through a slot 123 in the other. Thelower members are connected to the rods 53 by horizontal rods 124 and 125, the rod 12A connecting to one of the rods 53 and the rod 125 extending oppositely to the 1 rod 124 (see Fig. 27) and connect-ing the other rod This arrangement connects each one of the rods independently to one of the drawbars, so that an independent movement of one of the draw-bars will impart a corresponding movement to one of the rods, and thus automatically move the contact-shoe beneath the coupling attached to the draw-bars to correspond with the movement of the coupling. This insures a perfect automatic correspond- 5 once of movement between the draw-bars and rods, so that the contact-shoes will always be in operative contacting position.

I claim as my invention- 1. The combination with a locomotive, a

car, a brake therefor and friction brake-setting mechanism, of a rod having support beneath the car and operatively connected to the friction brake-setting mechanism and adapted to move said mechanism and set the brake by a longitudinal movement thereof and means operated from the locomotive for longitudinally moving said rod, and manually-operative means for independently moving the friction brake-setting mechanism and setting the 5 brake from the car.

2. A plurality of cars, at least one of said ears having a brake, and rods supported by swinging bearings beneath the cars and axles of said cars with their ends in operative connection, and mechanism for setting said brake controlled by said rods.

3. A plurality of cars, at least one of said cars having a brake, and rods supported by swinging bearings beneath the cars with their ends in operative connection, and friction mechanism for setting said brake Controlled by said rods.

4. A plurality of cars, at least one of said cars having a brake adapted to be applied by the rotation of an axle, and rods supported by swinging bearings beneath the cars with their ends in operative connection, and a friction device controlled by said rods operatively connecting the brake-setting mechanism to the axle.

5. A locomotive, a tender, and a car, of a brake having support from the car, a brakeactuating rod extending centrally longitudinally throughout the ear beneath the axles thereof, mechanism having support from the tender for moving said rod to set the brake, and a lever in the cab of the locomotive controlling said mechanism.

6. A locomotive, a tender, and a car, of a brake having support from the car, a brake actuating rod extending centrally longitudinally throughout the car beneath the axles thereof, friction mechanism having support from the tender for moving said rod to set the brake, and a lever in the cab of the locomotive controlling said friction mechanism.

7. A locomotive, a tender, and a car, of a brake having support from the car, a brake operating rod having swinging support from the car and extending centrallylongitudinally throughout said car beneath the axles thereof, mechanism having support from the tender and adapted to move said bralm-setting rod, and an engineers leverin thelocomotivecontrolling said mechanism.

8. In combination, acar having a brake and amovable brake-actuating rod, and a locomotive to either the front or rear of which the car may be coupled and having means for moving said brake-actuatii'ig rod irrespective of the location of the car.

9. A car having a brake and a lu'ake-actuating rod extending centrally longitudinally beneath the axles of said car and adapted to set said brake when moved in either direction longitiulinally.

10. A car having a brake, a brake-setting means, means for operatively connecting said brake-setting means to an axle of the car, and a rod extending longitudinally beneath the axles of the car controlling said connecting means.

11. A car having a brake, a brake-setting means, means for operatively connecting said brake-setting means to an axle of the car, and

a rod extending centrally longitudinally beneath the axles of the car and controlling said connecting means and adapted to .actuate said connecting means by a longitudinal movement.

12. A car having a brake, a brake-setting means, means for operatively connecting said brake-setting means to an axle of the car, and a rod extending centrally longitudinally beneath the axles of the car and controlling said connecting means and adapted to actuate said connecting means by a longitudinal movement in either direction.

13. A car having a brake and a brake-actuating rod suspended by swing-bearings below the car-axles and adapted to set said brake when moved in either direction longitudinally.

14. In a brake system, a plurality of cars, at least one of which has an'automatic brake, and brake-actuating rods extending centrally longitudinally beneath the car-axles with their ends inoperative contact.

,15. In a brake system, a plurality of cars, at least one of which has an automatic brake, and'brake-actuating rods extending longitudinally beneath the car-axles with their ends in operative contact, a locomotive, and means controlled from the locomotive for moving said actuating-rods.

16. A car having a brake, a locomotive, an automatic brake-actuating rod extending centrally longitudinally beneath the car-axles, means controlled from the locomotive for moving said actuating-rod, and independent man-- ually-operative means for applying the brake from the car.

17. The combination with a locomotive, a tender and'a car, of a brake on the car, a rod for actuating said brake, friction mechanism on the tender having means for moving the rod and means including an engineers lever controlling the friction mechanism.

18.The combination with a locomotive, a tender and acar, 'of a brake on the car, a rod for actuating said brake, a secondary friction mechanism on'the tender having means for moving the rod, a primary friction mechanism controlling the secondary friction mech' anism.

19. The combination with a locomotive, a tender and a car, of a brake on the car, a rod for actuating said brake, a plurality of friction mechanisms on the tender, one of which has means for moving the rod and is in turn operatively controlled by another which is actuated from an engineers lever on the locomotive. v

20. In combination, a brake, brake-setting mechanism, a plurality of friction mechanisms, one of which'controls thebrake-setting mechanism and another controls said first-' mentioned friction mechanism and an engineers lever controlling said last-mentioned friction mechanism.

21. In combination, a-lo'comotive, a car, a

brake attached to the car, a brake-actuating means, a primary friction mechanism adapted ondary friction mechanism adapted to oper' ate the brake-settingmeansand to'be operated by'the primary friction mechanism.

22. The combination with a brake-setting means including an element lmving opposite pins, and. actuating means including levers provided with slots in which the pins extend, said pins being normally in opposite ends of the slots.

Y 23. A car, a brake on said car, a rod for actuating said brake extending longitudinally below the axles of the car, a friction mechanism having means for moving said rod, and an engineers lever controlling said friction mechanism.

24. In a brake system for railway-trains, a plurality of friction mechanisms mounted on axles, one of which applies the brakes and another of which actuates said brake-applying friction mechanism.

25. A locomotive, a car having an axle, a

brake on said car, a friction mechanism on the axle of said car, a chain connecting said friction mechanism to the brake, a manuallyoperated brake-setting element having connection to said friction mechanism and a brake-setting rod controlled from the locomotive andarranged longitudinally beneath the car-axles; also having connection to said friction mechanism.

26. A car having an axle, a brake on said car, a friction mechanism on the axle of said car, a chain connecting said friction mechanism to the brake, means for moving said friction mechanism into operative connection with the car-axle, and a brakemans hand-wheel controlling said moving means.

27. The combination With a locomotive, a tender, and a car-brake, of a brake-actuating rod arranged beneath the locomotive, a brakeactuating rod arranged beneath the tender, and means for imparting a longitudinal movementto said rods. I

The combination with a locomotive, a tender, and a car-brake, of a brake-actuating rodarranged beneath the locomotive, a brake actuating rod arranged beneath the tender and means including a friction mechanism for imparting a longitudinal movement to said rods.

29. The combination with a locomotive, a tender, and a carbrake,of a brake-actuating rod arrangedbeneath the locomotive, a brakeactuating rod arranged beneath the tender,

and means including a friction mechanism arranged on one of the axles of the tender for imparting a longitudinal movement to said rods.

30. The-combination with a locomotive, a tender, and a car-brake, of a brake-actuating rod arranged beneath the locomotive, of a brake-actuating rod arranged beneath the tender, and means including a friction mechanism arranged on one of the axles of the tenlongitudinally-movable rod beneath the locomotive adapted to operatively contact with the brake-actuating rod of the car.

38. The combination with a locomotive, and a car having a brake, of a longitudinally-movable brake-actuating rod beneath the car having a contact-shoe at its rear end, and a longi tudinally-movable rod beneath the locomotive having a contact-shoe at its forward end adapted to operatively contact with the brake-actuating rod of the car.

34. The combination With a train including a locomotive, a tender, and at least one car, of an automatic brake on the car, a brake-actuating rod supported centrally longitudinally beneath the car-axles having a contact-shoe and a rod beneath the tender having a shoe contacting With the contact-shoe of the brakeactuating rod and means for moving the tender-rod.

35. The combination with atrain including a locomotive, atender, and at least one car, of a brake on the car, a brake-actuating rod beneath the car having a contact-shoe and a rod beneath the tender having a shoe contacting With the contact-shoe of the brake-actuating rod, friction means for moving the tender-rod and an engineers lever for controlling the application of said friction means.

36. The combination with alocomotive, and a car having'a brake and arranged in front of the locomotive, of a device attached to the lecomotive and adapted to set the brakes on said car.

37. In combination, a plurality of cars, brakes on said ears, brake-actuating rods be neath said cars With their ends in operative contact and arranged to set said brakes by longitudinal movement, and means forcompensating for the movement of the cars relatively to each other to prevent such movement operating the brakes.

38. In combination, a plurality of cars, brakes on said cars, brake-actuating rods beneath said cars with their ends in operative contact and arranged to set said brakes by longitudinal movement, and means for shifting said brake-actuating rods in correspondence with the movement of cars relatively to each other.

39. In combination, a plurality of cars, brakes on said cars, brake-actuating rods beneath said cars with their ends in operative contact and arranged to set said brakes by longitudinal movement, draw-bars attached to the cars and having couplings connecting the cars and means for shifting said brakeactuating rods in correspomlence with the independent movement of the d raw-bars.

40. In combination, a plurality of cars, brakes on said cars, bral' actuating rods beneath said cars with their ends in operative contact and arranged to set said brakes by longitudinal movement, draw-bars attached to the cars and having couplings connecting the cars and means for shifting said brake.- actuating rods in correspomlence with the in dependent movement of the draw-bars, consisting of a system of rods and levers connecting the draw-bars to the brake-:ua'uating rods.

41. In combination, a car, a brake on said car,a plurality of brake-actuati ng rods,a sleeve in which the inner ends of the rods slidably fit, a draw-bar at each end of the car and compensating means independently connmzting one of the brake-actuating rods to each drawbar.

42. In combination, a car, a brake on said car, a plurality of brake-actuating rods, a sleeve in which the inner ends of the rods slidably fit, a draw-bar at each end of the car, and a system of rods and levers independently connecting each draw-bar to one of the lHitlflrilC- tuating rods.

4C3. In a train-brake system, a plurality of cars each having a longitmlinally-movable brake-actuating element and at least one car having a brake, and means for shifting said brake-actuating element in correspomlence with the independent movement of the cars.

4A. In an improved brake, a. car having an axle, a brake, a brake-setting device on said axle, a friction device adapted to operatively connect the brake-setting device to the axle to rotate in unison therewith and a longitudinally-movable rod arranged below the ear-axle for shifting said friction device.

5L5. In an improved brake, a car lmving an axle, a brake, a brake-setting device on said axle, a friction device adapted to operatively connect the brake-setting device to the axle to rotate in unison therewith, alongitmlinallymovable rod beneath the car, and levers operatively connecting said rod to the friction device, for shifting saidfriction device.

46. In an improved brake, a car having an axle, a brake, a brake-setting device on said axle, a friction device adapted to operatively connect the brake-setting device to the axle to rotate in unison therewith, a longitudinallymovable rod beneath the car, and a pair of slotted levers operatively connecting said rod to the friction device for shifting said friction device.

47. In combination, a locomotive, a car, a brake on said car adapted to be applied by I the rotation of an axle, a brake-actuating roll- 'movably attached to the car and extending 4:9. The combination With a locomotive, a

tender and a car having a brake, of a plurality of friction mechanisms, one of Which has support from the car and actuates a brake and another of which has support from the tender, longitudinally-movable rods operatively connecting the tender friction mechanism to the car friction mechanism,- and means Within convenient reach of the engineer for controlling the application of the tender friction mechanism.

.JEssE A. FIELD.

Witnesses:

WILLIAM (J. MARSH, FRED W. SMITH.

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