US838549A

US838549A - Car-brake.

Info

Publication number: US838549A
Application number: US33317506A
Authority: US
Inventors: Amos Koonse
Original assignee: FRANK O BODAMER; SAMUEL KOONSE
Current assignee: FRANK O BODAMER; SAMUEL KOONSE
Priority date: 1906-09-04
Filing date: 1906-09-04
Publication date: 1906-12-18
Anticipated expiration: 1923-12-18

Description

No. 838,549. PATBNTED DEG.18, 1906.

A. KOONSE.

OAR BRAKE.

APPLIUATION IILED SEPTA, 1906.

UNITED STATES PATENT OFFICE.

AMOS KOONSE, OF FRANKLIN, PENNSYLVANIA, ASSIGNOR OF ONE-FOURTH TO SAMUEL KOONSE AND ONE-FOURTH TO FRANK O. BODAMER, .OF

FRANKLIN, PENNSYLVANIA.

CAR-BRAKE.

Specification of Letters Patent.

Patented Dec. 18, 1906.

To all whom it may concern.-

Be it known that I, AMOS KooNsE, residing at Franklin, in the county of Venango and State of Pennsylvania, have invented a new and Improved Car-Brake, of which the followin is a specification.

lly invention'relates to certain new and useful improvements in brakes for railwaycars and the like; and it primarily has for its object to provide an efficient and inexpensive brake of the rail-engaging type.

Generically the invention comprises a brake-shoe carrier having a removable shoe thereon which is ada ted to engage both the top of the rail and a so the inner side of the rail-head, so that a greater bearing or friction surface can be had than is possible in shoes of this type which engage one end face of the rail-head only.

Again, my invention includes means for mounting the shoe-carrier and toggle-link devices in connection with the brake-rod for moving the shoe into and out of engagement with the rail.

With other objects in view than have been heretofore specified the invention also includes certain novel construction, combination, and arrangement of parts, such as will be first described in detail and thenbe specifically pointed out in the appended claims, reference being had to the accompanying drawin s in which 1 O a Figure 1 1s a perspectlve view of a car-truck with my invention applied. Fig. 2 is a side elevation thereof. Fig. 3 is a vertical longitudinal section on the line 3 3 of Fig. 2. Fig. 4 is a detail perspective view of the shoecar rier and shoe detached. Fig. 5 is a diagrammatic side elevation of a modified form of my invention. Fig. 6 is an end elevation of the parts shown in Fig. 5.

Referring now to the accompanying drawings, in which like numerals of reference indicate like parts in all of the figures, l designates the truck-frame, 2 the wheels, and 3 the track-rails, all of which may be of the ordinary construction and which per 86 form no part of my present invention.

In carrying out my invention I secure a pair of brackets or guides 4 on the truckframe, and the brackets 4 have slideways 4 to receive the shoe-carrier 5, the lower end of which has a flange 5 apertured at 5 to receive a lug 6 on the brake-shoe 6. The lugs 6 pass through the flange 5 and are secured in place by keys 7, as shown in the drawings. The shoes 6 have wide bearing-faces 6 to bear against the upper surface of the rail and narrow bearing-surfaces 6 to bear against the side of the rail-head.

In practice the brackets 4 are disposed so that their slideways 4 make an angle of approximately forty-five degrees, more or less, to the horizontal, so that as the carrier 5 is moved down to apply the brake-shoe to the rail such application will be made with a force that acts to the requisite de ree on both the top and side faces of the rail simultaneously. The brake-shoe carrier 5 has ears 5, to which a toggle-link 8 is pivoted on the bolt 8, and the link 8 has its upper end bifurcated to receive the end 9 of a second toggle-link 9. The links 8 and 9 are pivotally connected together by a pivot-bolt 10, as indicated. The link 9 has its upper end 9 pivoted at 9 to a fixed portion of the frame of the truck. The brake-operating rod 11, which is controlled in any approved manner, (not shown,) has its end 11 fulcrumed on the bolt 10. As force is applied to move the operating-rod l 1 in the direction of the arrow in Fig. 3 the carrier 5 will be forced downwardly toward the rail 3 and the brake applied, and when the rod is moved in the direction opposite to the arrow in Fig. 3 the carrier will be moved and the brake released.

In the modified form of my invention (shown particularly in Figs. 5 and 6) the direction of motion of the rod 11 to apply the brakes is opposite to that shown in the other figures of the drawings, (see arrow in Fig. 6,) and in this form of my invention the carrier 5 is of a different construction than in the other form of my invention. In the modified form of my invention the carrier 5 is pivoted at 5 to suitable ears 1 of the truckframe, and the carrier also has ears 5*, to which the link 8 connects, as before. Thus it will be seen that when power is applied to the rod 11 to move it in the direction of the arrow in Fig. 6 the carrier 5 will be moved on its pivot 5 and the brake-shoe applied to the rail, as before. WVhen the rod 11' is moved in the direction opposite the arrow in Fig. 6, the brake will be released.

It should be understood that a brake -mechanism is mounted on each side of the truck, so as to engage each rail, and I preferably mount the mechanism in transverse alinement and preferably between the front and rear wheels of the truck. While I have mentioned the brake devices as being applied to a truck, yet I desire it understood they may be applied to any part of the car or vehicle-body where it may be found convenient to do so, although when usedon railways and the like the preferable position of the brake is on the trucks.

From the foregoing description, taken in connection with the accompanying drawings, it is thought the complete construction, operation, and numerous advantages of my I invention will be readily understood by those skilled in the art to which it appertains, and I desire to say that many slight changes in the detailed construction, operation, and arrangement of parts can readily be made without departing from the spirit of the invention or the scope of the appended claims.

Having thus described my invention, what I claim, and desire to secure by Letters Patent, is*

1. The combination with a wheeled truck and a trackway therefor, of brackets carried by the truck, a shoe-carrier slidable in said brackets, a brake-shoe having a plurality of track-engaging faces carried by the carrier, and means for moving said carrier in a direction substantially at an angle of forty-five degrees to the horizontal to simultaneously apply all brake-shoe faces to the track, substantially as shown and described.

2. The combination with a wheeled truck and a trackway therefor, of brackets carried by the truck, a shoe-carrier slidable in said brackets, a brake-shoe having a plurality of track-engaging faces carried by the carrier, and means for moving said carrier in a direction substantially at an angle of forty-five degrees to the horizontal to simultaneously apply all brake-shoe faces to the track, said means comprising toggle-links secured to the truck and to the carrier and a brake-operating rod connected with the toggle-links, substantially as shown and described.

3. The combination with a wheeled truck and trackways therefor, of a brake-shoe carrier mounted on the truck, a brake-shoe having lugs for entering the apertures in the carrier, and means cooperating with the lugs for securing the shoe on the carrier, toggle-links pivoted to the carrier and to a fixed part of the truck, a brake-rod connected to the toggle-links, the carrier and its connection with the truck having provisions, in virtue. of which, as the toggle-links are moved by the brake-rod in one direction, the shoe will be applied to the rail by a force acting at substantially an angle of forty-five degrees to the horizontal to apply the shoe to the top and side faces of the rail simultaneously.

AMOS KOONSE.

Witnesses:

ROBERT N. SPEER, Wu. J. WVRIGHT.