US891632A - Electric brake mechanism for cars, elevators, cranes, and other purposes. - Google Patents

Description

No. 891,632. PATENTED JUNE 23, 1908.

M. E. NEENAN. ELECTRIC BRAKE MECHANISM FOR OARS, ELEVATORS, ORANES, AND OTHER PURPOSES. I APPLIOATIOE FILED MAR. 22, 1905. 4 SHEETS SHEET l.

No. 891,632. PATENTED JUNE 23, 1908.

- M. E. NEBNAN.

ELECTRIC BRAKE MECHANISM FOR CARS, ELEVATORS, CRANES, AND OTHER PURPOSES.

APPLICATION FILED MAR. 22, 1905.

4 SHEETS-SHEET 2.

Wtlmeooeo mum 6 No. 891,632. PATENTED JUNE 23, 1908. M. E. NBENAN.

ELECTRIC BRAKE MECHANISM FOR CARS, ELEVATORS, GRANES, AND OTHER PURPOSES.

APPLICATION FILED MAR. 22, 1905.

4 SHEETSSHEET 3.

mtbu-caaeo 51400141306 1 Q V Z @513 afiozneqd PATEfiTED JUNE 23, 1908.

No. 891,632. M. E. NEENAN. ELECTRIC BRAKE MECHANISM FOR CARS ELEVATORS, CRANES, AND OTHER.

PURPOSES. APPLICATION FILED MAR. 22, 1905.

4 SHEETS-SHEET 4.

aHozum UNITED STATES PATENT OFFICE.

MICHAEL E. NEENAN,OF NEW YORK, N. Y., ASSIGNOR TO" OTIS ELEVATOR COMPANY, OF JERSEY CITY, NEW JERSEY, A CORPORATION OF NEW JERSEY.

ELECTRIC BRAKE MECHANISM FOR CARS, ELEVATORS, CRANES, AND OTHER PURPOSES.

Specification of Letters Patent.

Patent ed June 23, 1908.

Application filed March 22, 1905. Serial no." 251,517.

To all whom it may concern:

Be it known that 1, MICHAEL E. NEENAN, a citizen of the United States, and resident of the borough of Manhattan, in the city and State of N ew' York, have invented certain new and useful Im rovements in Elec tric Brake Mechanism or Cars, Elevators, Cranes, and other Purposes, of which the following is a specification.

My invention consists primarily in combining with a brake-mechanism in which the brakes are released or retracted by an elec: tro-magnetic or motor appliance, a supplementary electro-magnet or motor mechanism adapted and employed to apply pressure to the brakes and preferably operating in conjunction with the brake pressure springs or equivalent pressure means in opposition to which the brake retracting magnet or magnets or motor work. "In operation the brakesprings seat the shoes on the brake-wheel in customary manner and the supplementary magnet or motor then serves to apply any additional pressure which may be required.

My invention further consists in means by which the brake releasing mechanism, when permitted to work in overcoming the pressure of the brake a plying springs, automatically throws out of action the fulcrum of the electric magnet brake applying lever, thereby removing the resistance which the quick movement of the magnet-core connected with said lever would otherwise offer to the retraction on the brakes. A very important result is that the core of said magnet is always in its most eiiective [and powerful position.

My invention further consists in means by which the effective force of an electric brakeapplying mechanism is placed in control of an operator on the car so that he may apply the brakes with greater or less ressure according to the load so as to avoid shock by too sudden stopping when the load is light and, on the other hand, prevent slipping of the brakes when the load is heavy.

My invention further consists in mounting a releasing magnet on a brake-shoe-lever, Working on afixed fulcrum, and connecting the core or core-rod of said magnet with an opposed brake-shoe-lever as hereinafter described. Also in a combination of levers and connections by which the retracting movement of the brake levers automatically 'ing magnet on one of the brake-levers.

throws out of action the fulcrum of a lever through which the brake applying magnet operates in applying the brakes; with the re-.

part of this s ecification, Figure 1 is a front view of an e ectric brake mechanism illustrating my invention, Fig. 1 is a detail view of a modification. Fig. 2 is a partial side view of the mechanism shown in Fig. 1; on a smaller scale. Fig. 3 is a front view of an electric brake mechanism of more simple form, also embodying the invention. Fig. 3 is a detail side View of a fulcrum tripping device, shown in Fig. 3. Fig. 4 is a plan view of the removable fulcrum mechanism shown in elevation in Figs. 3 and 3. Fig. 5 is a partial front view of an electric brake mechanism in still more simple form, illustrating another mode of mounting a retr% ct- 1g. 6 is a diagrammatic side View (partly .in section) of the controlling ap aratus shown in front view in Fig. 8, and w iclr in ractice is carried on the car. Fig. 6 is a ont view of a controller of modified form. Fig. 6 is a reverslble rotary motor is employed in place of two magnets applying and retracting the brakes. Fig. 8 is a side view illustrating the same device a plied to a railway car brake. Fig. 9 is a si e elevation partly in section showing the invention embodied in a car brake apparatus, in conjunction with a take-up device to compensate for wear of the brake-shoes. Fig. 10 illustrates a modification of the take-up device. Fig. 11 illustrates another form of take-u device. Fig. 12 is a diagram of a device. or auto.- matically closing the circuit of the brake-applying magnet in the event of accident.

lieferrin to Fig. 1; -1, 1 represent a pair of brake shoes drawn by springs 2, 2 into contact with opposite sides of the brake wheel 3; 4, 4 are levers keyed respectively on one end of short fulcrum-shafts 5, 5 (Fig. 2) turning in bearings 6 on the stationary frame. On the other end of each of the fulcrum-shafts' 5, 5 is keyed a downwardly projecting lever-arm -7, which arms are pivoted by their lower ends at 8, to the central part of the respective brake shoes 1. The combined parts 4, 5,7 or 4*, 5*, 7 thus constitute a lever of the first order turning on 5 thefulcrum 6, so that when the upper ends of the said levers are drawn together their lower ends force apart the brake shoes 1, retracting them from the brake-wheel, in opposition to the tension of the springs 2. This 1 drawing together of the levers 4, 4 to retract the brakes is eflected by an electromagnet 9 mounted by trunnions 10 in a yoke formed in the lever 4,. and whose corearmature 11 is mounted on arod 12 of brass or other non-magnetic metal pivoted at 13 to the lever 4*.

. 14 represents an electro-magnet acting to apply additional and variable brakepressure after the shoes have been seated on the brake wheel by the springs 2. For this purpose the'core rod 15 of saidbrake applying magnet 14 is pivoted to the lower end of a lever 16, fulcrumed by its up erend at 16 to the brake-shoe-lever 4, and pivoted at 17 25, to a jointed fulcrum bar 18, WlllCh is pivoted by its opposite end at 19 tothe lever 4 and is constructed 'in its central part with a knuckle joint-20 so formed that when said bar 1 8is depressed to the straight position i shown in Fig. 1, it presents a rigid fulcrumbearing for the lever 16 and when the jointed center of said bar 18 is raised, the' fulcrumv bearing is destroyed. A longitudinalslot in'the fulcrum-bar 18, in which the pivot 17 works, permits the independent flexing movement of the bar 18, w ile affording a firm'bearing for the fulcrum when said bar 18 isstraight.

, ,The urpose of this mechanism is to auto- 40 matioafiy throw the leverage of the brake alpplying magnet' 14 out of action whenever,

e brake retracting magnet 9 is rendered active by the electric current to withdraw the brake-shoes from the brake-wheel. To 5, this end the brake lever 4 in which the magnet 9 is mounted is formed at its upper end with a rigid L-shaped extension 4 to the elbow of which the upper end of the brake applying lever 16 is fulcrumed at 16. A jointed rod 21 ispivoted by its ends. at 22, 23 to the upper ends of the lever 4 and the L-extension .4" of lever 4 res ectively and the centralj'oint' 24of said rod is connected by alink 25'to the knuckle joint 20 :of the fulcrum-bar 18. The jointed rod 21 rests normally in the upwardly bent position shown in Fig. 1, so that when the brake levers 4, 4 are drawn "together by the action of the brake retracting magnet 9, the first effect is to apply an inward thrust to the ends of the jointed and bent rod 21, thereby throwing up its center and by means of the link 25' drawin up the knuckle joint 20 of the" bar 18. T is o' eration and effect will 5 be more apparent y considering the arc movement of the pivot 23 at the extremity of the lever 4 upon'its axis 5 and the movement thereby imparted to the attached end of the jointed rod 21. The lever extension 4 and jointed rod 21 will be seen to constio tute a toggle-joint imparting a quick u ward thrust to the jointed center 24 of t e rod and throwing up the knuckle jointof the bar 18. This movement of the bar 18 is 1 permitted by the pivot and slot connection 17 and instantly deprives the brake ap lying lever 16 of a fulcrum on which it mig t act to resist the a proach of the levers'4, 4 in retracting the brake.

When the current is cut ofi from the brake retracting magnet 9 the action of the springs 2 in a p ying the brakes instantly restores the fu crum bar 18 to its effective straight position in readiness for the action of the rake applying magnet 14. -The' braking movement being applied to the shoe primarily by the springs 2, the core of the magnet 14 is practlcally stationary and always in position of strongest effectiveness; The office of this magnet is not to move the shoes into contact with the brake wheel, but tov graduate the degree of ressure ap lied to the brake-wheel by the s oes when 5163 are already in contact therewith, There is, therefore, scarcely any movement of the core 5 of the-magnet 14 and no perceptible movement of the brake-shoes effected, thereby and hence the whole force of this magnet may be applied throu h the very powerful leverage connections ilustrated in Fig. 1. For the same reason nosudden jar occurs when the magnet 14 is brought intoaction.

In the modification shown in Fig. 1 instead of the knuckle jointed fulcrum bar 18, rigid bar 18 is pivoted at 17 to the magnet lever 16 and formed at its other end witha notch 19 to engage a stud 19 on the lever 4. A stud 25 on the link 25 engages beneath the fulcrum bar 18* so as to lift its free end clear of the stud 19 and thus deprive the magnet lever 16 of its fulcrum as' already described with referenceito Fig. 1.

The magnet 9 being mounted by trunnions on one of the brake-levers, as described and connected with the other pulls 5 them together with an equalized effect and the necessity for a bracing support for the magnet is dispensed with. f The core of the magnet 9 is relieved of friction by rollers 26 on which it rests at each end. When the magnet 9 has released the brake in 0 position to the tensiqnof the springs 2, t e ma net-core or armature'is in its most powerfu position. At this point the magnet does not require as much current as when it started to release the brakes. In order, therefore, to reduce the current through the magnet in roportion to'the requirement that is to re uce the current-con sumption to a minimum, a regulating device 133 is employed, which may consist, as shown in Fig. 3, of a vibrating lever 27 fulcrumed at 28 on the shell of the magnet, pivoted at 29 to the core and carrying at its free end one of the conducting wires and traveling over a rheostat or resistance coil 30, so as to cut in greater resistance as the core aproaches the inner limit of its movement.

11 elevator service the conductingwires 41 of the brake-retracting magnet 9 are connected in the usual manner to the driving power of the elevator (not shown) and to a controller 32- carried in the car, so that when the power is cut off to stop the car, thebrake retracting magnet is also cut out.

The wires 38 of the brake applying magnet 14 extend from the end thereof to the controller lever 32 and to a separate battery 33, which may be carried in the car. It is not necessary to have the battery 33 carried by the car, but it should be used for the sole purpose of sup lying current to the magnet 14 because in t e event ofthe current from the brake retracting battery failing there would otherwise be no current to supply regulated supplemental pressure to the brake-shoes.

In elevator service the springs 2 should be just strong enough to sto the car without jar, with a light load, which is the customary way of adjusting the springs in electric brakes now in use in elevators, and hence slip )ing commonly occurs with an increased load compelling the operator to apply the brakes at a greater distance before the desired stop is reached and causing very unsatisfactory results in high speed elevator service. The magnet 14 overcomes this difficulty and the operation of the same is as follows: WVhen the current is shut off from the magnet 9, permitting the springs 2 to apply the brakes, the force of the said springs represents the primary braking force, which, if the car is lightly loaded will be sufficient; but if the car is heavily loaded the operator can, as he sees fit, a ply the secondary force of the magnet 14, w rclYforce he-can graduate according to the weight of the load.

This graduation of force applied by the mag--.

net 14 is effected by a resistance coil 34 in the circuit 38 in'connection with which the controller lever 32 operates.

The controller lever 32 is fulcrumed at 35 (Figs. 3 and 6) and jointed at 36 a short distance above its fulcrum to ermit a slight motion back and forth at rig t angles to its arc movement, and is normally held in vertical position by springs 37. When the said lever is brought up to the center of its arc movement, as shown in Fig. 3, to cut out the driving power and. the retracting magnet 9, if the secondary force is not needed a slight outward pressure on the said lever 32, '5. e., to the left inFig. 6, will suffice to keep the circuit 38 of magnet 14 open. If the secondary force is needed to a moderate extent, the lever is allowed to assume its normal vertical positionv in which it closes the circuit, 38 through the resistance coil 34, as illustrated in Fig? 6. If more force be required, the lever 32 is ressed inward, 71. e., to the right of Fig. 6, t e effect of which is to cut out or short circuit the resistance coil 34, causing the full current to pass through the circuit 38 and magnet 14 and ap ly the maximum force to the brakes. It will thus be readily seen that these adjustments can be made to meet the maximum and minimum requirements of the brake service.

In railroad service the springs 2 need only apply sufficient force to bring the shoes in contact with the brake-wheel and cause the fulcrum-bar 18 to assume its fulcrum position. Then when the current is turned on through the magnet 14, the brakes are applied with any necessary force.

In practice the strength of the releasing magnet 9 and its connections is, of course, adjusted relatively to that of the springs 2 and the said springs and magnet may be of any desired strength.

In order to equalize the action of the brake shoes 1 on the wheel 3, set screws 39 are provided, tapped into stationary bearings on the statlonary frame and limiting the outward movement of the respective ends of the shoes.

The construction and operation of the structure shown in Fig. 3 is similar in principle and effect to that shown in Fig. 1, but reversed in mechanical operation. In Fig. 3 the levers 4 and 4 fulcrumed at 6 apply the brake when drawn together by pressure of springs 2 bearing directly against the lever 4 and through the rod on the lever 4. The magnet 9 applies a thrust to the nonmagnetic core rod 12 to force the brake levers apart and retract the brake shoes and in doing so strains the ointed rod 21 toward a straight position applyingv an upward pull to the link 25 which is formed with an upward end as shown in the detail view Fig. 3* adapted to engage with the underside of the knuckle jointed fulcrum bar 18 so as to trip the same and throw it up into ineffective osition. When not so tripped the bar 18* in the straight osition shown in Fig. 3, furnishes an effective fulcrum for the lever 16 of the brake a plying magnet 14 which 0 erates througl'l connections shown in detal in Fig. 4, to draw together the upper ends of the brake levers 4 and 4. These connections consist of a tension bar, 44 pivoted by one end at 45 to the lever 4 and by the other end at 46 to the short upperend of the lever 16 and another tension bar 47 pivoted by one end at 48 to the fulcrum bar 18 and by the other end, at 49, to the lever 4. As

before, the lever 16 acts on the fulcrum-bar A so as to permit the tripping movement of the jointed bar 18.

F ig. 5 shows the brake levers 4, 4 each formed in one piece with the respective brake shoes, and an electro-m'agnet 9 pivoted on the lower end of the lever 4 and connected by its core-rod with the lower end of the other lever 4 so as to retract, the brakes in opposition to the pressure of the brake-applying springs 2, the said levers being mounted on fixed fulcrums 5 intermediate of the ends.

In the modification shown in Fig. 7, a reversible rotary magneto electric motor 44 serves the several purposes of the magnet 9, holding the brakes in retracted position in opposition to the pressure of the springs 2 and the magnet 14 for applying the supplementary brake pressure. The armature shaft of said motor 44 carries a pinion 45 gearing with a pair of rack bars 46, each ivoted at one end to the respective brake lovers 4, 4 -and guided at its free end between I rollers 47. As in the other illustrations, the

spring 2 forces together the upper ends of the levers 4, 4 to seat the brake-shoes 1 on the wheel 3 and the re ulated supplementary pressure is then applied by closmg the circuit through the motor 44 in the proper direction. I

Fig. 8 shows the same device applied to an ordinary system of car-brake-levers 48 connected by fulcrum-rods 49. Figs. 7 and 8 also indicate the separate positive and negative wire connections for the armature and the field. The ordinary power connections with the controller for running the car in either direction, at regulated speed,- are indicated in Figs. 6, 6 6", at 65 and 65*.

In Figs. 6 and 6*, I have shown diagrammatically and merely for illustration one manner of wiring, and controller connections, by which the reversible motor may be operated for retracting and applying the brakes. i

66, 66 may indicate the positive and negative armature sup ly connections.

When the contro ler lever is in central position and the power off, the brake motor circuit is closed through the positive contacts 66, 67, or 67, i. (2., either through the resistance 34 or by short circuit cutting on the same, as already described, and negative contacts 68, 66 in proper direction to apply the brakes. When the controller lever 32 is deflected to either side so as to run the car in either direction, the brake motor circuit is automatically closed in the opposite direction from the positive contact 66 to 69 and from 69 to the negative contact 66*.

Fig. 9 illustrates an embodiment of my invention in a car brake apparatus provided with a ratchet take-up connection 51 between the fulcrum rods 52, 52 and the brake beam 53 on which the innerbrake-shoes 1 are mounted, said ratchet connection serving also to disconnect the fulcrum rods from the brake beams and thus destroy or eliminate the fulcrum of the brake-applying magnet 14, by the first action of'the magnet 9 in releasing the brakes. To this end the adjacent ends of the fulcrum rods 52 52 are suspended by pendent rods 54 pivoted by their u per ends to the horizontal arm of a bell era 55,

'fulcrumed by its elbow on the truck-frame 56 and whose vertical arm is pivoted to the cell tral part of the pull rod 12 of the magnet 9. Bell cranks 57, 58 are also fulcrumed on the truck-frame 56 and are pivoted by their vertical arms respectively to the extremity of the pull rod 12 and to the shell ofthe magnet 9. The horizontal arms of the bell cranks 57, 58 are pivoted to vertical slides 59 pressed upward by the brake springs 2 and connected by toggle links 60 to the respective members of each pair of brake-shoes 1, so as to draw the said shoes into contact with the wheels 3 by the upward pressure of the springs 2. In, this illustration the supplementary brake pressure is applied to the shoes by levers 61, 62, ivoted respectivelyby their ufpper ends to t e free ends of the pull rod 15 o the magnet 14 and to the shell of said magnet. These levers are pivoted by their lower ends to the respective fulcrum rods 52, 52 and are pivoted intermediately to the outer brake-shoes 1.

In the device shown in Fig. 10 the same effect is produced by a ratchet tooth dog 51 sliding in the brake beam 53 and engaging with the ratchet teeth 51 of the fulcrum rod 52. With this device the'reversed position of the bell-crank 55 compared w1th that shown at 55 in Fig. 9 causes the brake retracting pull of the magnet rod 12, by means of the connecting link' 54 to raise the ratchet tooth dog 5 1 out of engagement with the teeth 51 of the fulcrum rod 52. In each case the setting of the brakes by the springs 2, when the electric circuit of the magnet 9 is broken, draws the brake beam over as many of the 'ratchet teeth as may be necessary to seat the shoes on the wheel and as the shoes are retracted to a uniform extent each time'by the magnet 9, the ratchet take-up automatically compensates for the wear of the shoes.

Fig. 11 shows eccentric fulcrum connections 63 between the brake shoes 1, fulcrumbar 52 and levers 61, 61 together with a connecting rod? 64 between the levers 61 and 61.

The eccentric 63 at each movement of the levers in 9. pl ing the brakes compensate automatica y or the wear of the brake shoes I and limit to the proper extent the retracting movement of the shoes.

In the event of accident, causing the se a ration of cars in a train, the device il us trated in Fig. 12 will cause theinstantaneous and 'automatic application of the. brakes by the a ency of the magnet 14 and battery 33 therefor carried on every car. This. safety devi'ce consists of sliding sleeve 71, through which the power coupling cable 70 is introduced into each car. The cable 70 may contain, in addition to the power conductors, conducting wires for the brake retracting magnets 9, wires for heating, lighting or other purposes. The sliding sleeve 71 has an arm 72 carrying a contact plate, which, when the sleeve is slid outward by the pulling out of a cable 70 is brought in contact with a second plate 74, so as to close the circuit 38 of the local battery 33 and brake-applying magnet 14 independently of the controller, so that on emergency these magnets will automatically supplement the power of the brake springs in applying the brakes on each car.

Having thus described my invention, the following is what I claim as new therein and desire to secure by Letters Patent:

1. The combination of a brake-wheel, a brake-shoe, a spring seating the brake-shoe on the brake-wheel, an electro-ma net, and means for controlling the same anr connections between said ma net and the brakeshoe operating to appTy braking pressure when'the .shoe is seated on the brake-wheel by its spring, substantially as set forth.

2. The combination of a brake-wheel, a brake-shoe, a spring seating the shoe on the wheel, an electro-magnetic ap aratus and suitable connections retracting t e shoe from the brake-wheel in opposition to the spring pressure and a supplementary electro-magnetic apparatus and suitable connections applying additional pressure to the shoe when seated on the brake-wheel, substantially as set forth.

3. The combination of a brake-wheel, a

pair of brake-shoes operating on opposite sides of said wheel, a air of levers on fixed fulcrums on which evers the shoes are mounted, a s ring applyin braking pressure to the said w eel through t e medium of said levers and shoes, and a retracting magnet mounted on one of said levers and connected with the o posite lever so as to'completely withdraw t e shoes from the wheel in o os1-' tion to" the spring pressure, substantiailfy as set forth,

4. The combination of a brake-wheel, a brake-shoe, a spring and suitable connections applying braking pressure on the shoe, an electro-magnet and suitable connections a plying additional pressure to the brakesl foe when seated on the wheel, an electromagnet and suitable connections retracting the brake shoe in opposition to the spring pressure and separate electric circuits controlling said brake applying and brake retracting magnets, substantially as set forth.

5. The. combination of a brake-wheel, a brake-shoe, a spring and suitable connections applying brake pressure to said shoe, a magnet retracting the shoe in opposition to the'pressure of the spring, a supplemental magnet applying additional pressure to the brake-shoe when seated on the wheel, and a separate source of electricity for said brake applying magnet, substantially as set forth.

6. The combination of a brake-wheel, a brake-shoe and brake-shoe lever, a brake applying magnet, suitable mechanical connections between said magnet and brake-shoe lever for applying the braking'pressure, a brake retracting magnet connected with the brake-shoe lever operating to release the brake and a tripping device in the mechanical connections between the brake applying magnet and brake-shoe lever, actuated by the said lever and automatically throwing the brake ap lying mechanism out of action when the bra res are to be released, substantially as set forth. I

7. The combination of a brake-wheel, a brake-shoe and brake-shoe-lever, a brake applying magnet and lever actuated thereby, connected with the brake-shoe-lever to apply the brake, a bar constituting a fulcrum on which said magnet lever operates, means for retracting the brake-shoe-lever and a tripping connection actuated by the brake shoe lever in its retracting 'movement tripping the fulcrum bar and automatically disconnecting the brake applying ma net from the brake-shoe lever, substantia ly as set forth.

8. The combination ofa brake-wheel, a pair of levers carrying brake-shoes engaging with op osite surfaces of said wheel, means for app ying brake ressure through the medium of said brake evers and a brake retracting magnet mounted in oscillatory position on one of said brake-levers and having its core'connected to the other brake-lever so as to retract the brake by an e ualized movement, substantially as set fort 9. The combination of a brake-wheel, a pair of levers carrying brake-shoes bearing against opposite sides of said wheel, a brake applying spring and tension rod mounted on said levers and forcin them together to apply the brakes and a rake retracting magnet and its core pivoted respectively to shorter arms of said levers beyond their fulcrums so as to retract the brake-shoes from the wheel, substantially as set forth.

10. The combination of a brake-wheel, a brake-shoe, an electrol magnet and a spring with suitable connections applying brakm pressureto said shoe, an electro-magnet an suitable connections operating to retract the brake-shoe in opposition to said spring and a controlling device and electric connections for actuating the brake applying and brake retractin magnets respectively, substantially as escribed.

11. In an electric brake apparatus, the combination of a brake wheel, a brake-shoe adapted to apply pressure, thereto, a car, a source of electro-motive force external to the car and suitable electric connections therethe brake wheel, elect-ro-magnetic means adapted to apply braking pressure when the shoe is seated on the brake wheel by its spring, and also adapted to act in opposition to saidspring to release the brake shoe.

13. The combination of a brake wheel, a brake shoe, a lever'acting on said brake shoe, a spring acting through the medium of said lever and shoe to apply braking pressure to the wheel, an electro-magnet'and its core mounted horizontally, one of which is connected to said lever and adapted-to retract the shoe. from the wheel in opposition to the spring pressure and antifriction rollers for the core of said magnet, substantially as set forth.

14. The combination of a brake wheel, a pair of brake shoes operating on opposite sides of said wheel, a air of levers on fixed fulcrums, on which evers the shoes are mounted, a spring applying brake pressure to the said wheel through the medium of said levers and shoes, and the retracting magnet mounted on said levers so as to withdraw the shoes from the wheel in opposition to spring pressure, substantiallyas set forth.

15. The combination of a brake wheel, a pair of levers carrying brake, shoes bearing against opposite sides of said wheel, a brake apply ng sprmg and tension rod mounted on said levers and forcmg them together to apply the brakes and a brake retracting magnet and itscore' mounted respectively on shorter arms of said levers beyond their fulcrums so as to retract the brake shoes from the wheel, substantially as set forth.

16. The combination with a brake wheel,- a

I pair of levers on fixed fulcrums, brake shoes mounted on opposite sides of said wheel on said levers, a spring applying braking pressure to said shoes, a retracting magnet to act against said spring pressure and a stationary projection engaging each end of each shoe so as to adjust and limit the movement of said shoes from saidwheel, substantially as set forth.

17. In a brake apparatus, the combination of an electro-magnet having asingle winding, a mechanism mechanically oper' ated by said magnet, an electric circuit energizing said magnet, a raduated regulating means in said circuit an a connection from a moving member of the magnet to the said regulating means whereby the relativemovement of the magnet members gradually reduces the current through the magnet as the armature approaches its mosteffective tion, substantially as set forth.

18. The combination of a brake-wheel, a brake-shoe, automatic initial ressure means and a releasing device there or seating the brake-shoe on said wheel, a motor and means for controlling the same, and a connection between said motor and the brake-shoe operating to apply braking ressure when-the brake-shoe is seated on t e brake-wheel by the initial pressure means, substantially as set forth.

19. The combination of a lever, means to o erate the same, a mechanism in connection t erewith which the lever acts upon, and a fulcrum tripping means operating to trip the fulcrum of said lever, substantially as set forth.

20. The combination of a brake-wheel, a pair of brake-levers and brake-shoesca'rried thereby operating on oppositesides of said wheel, a s. ring, a pl mg pressure to the brake-whee throug the medium of said levers and shoes, and an electro-magnetic retracting device effecting the complete withdrawal of the brakes, the said electro-magnetic device which effects the complete withdrawal of the brakes bein mounted and supported on the said brakeevers.

v 21. The combination of a brake-wheel, a pair of brake-shoes operating on /0 posite sides of said wheel, a pair of levers of t e second' order on which the brake-shoes are mounted, a support for the fulcrum-ends of said levers, a spring a plying braking ressure to the brake-whee through themedium of said levers and shoes, a brake-retracting ma net mounted on thepower-end-of one of s'ai levers .and a thrust rod connecting said magnet with the power end of the other lever whereby the power-ends of said levers arepushed a art-to retract the brakes, substantially as escribed.

The foregoing specification signed this 21st day of March 1905.

MICHAEL E. NEENAN. In presence of.-

W. P.'HAMMOND, S. J. HOEXTER.

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