US950336A

US950336A - Car-brake.

Info

Publication number: US950336A
Application number: US45764408A
Authority: US
Inventors: William C Marsh
Original assignee: Individual
Current assignee: Individual
Priority date: 1908-10-14
Filing date: 1908-10-14
Publication date: 1910-02-22
Anticipated expiration: 1927-02-22

Description

W. C. MARSH.

CAR BRAKE.

APPLICATION FILED 00T. 14, '1908.

Patented Feb. 22, 1910.

3 SHEETS-SHEET 1,

W. G. MARSH.

UAR BRAKE.

APPLICATION YLBD OGT.14. 1908. -950,336. Patented Feb. 22, 1.910.

3 SHEETS-SHEET 2.

@ifm f' iuamn annual,

W. G. MARSH.

GAR BRAKE.

APLIDATION FILED 00T. 14. 1908 Patented Feb. 22, 1910.

3 SHEETS-SHEET 3.

:incanto:

Witwe/.am

' the controlling lever, thc latter nn WILLILK C. IABSH, l' DUNKIBK, NEW YORK.

CAB-BRAKE.

lpeclncatlon of Lettere Patent.

Patented Feb. 22, 1910.

Application tiled October 14, 1808. Serial No. 461,644.

.. driven either from the car axle or by an electric motor, and has for its primary object to provide an electrical control therefor whereb the same ma be applied and locked throng a lever un er the control of the operator, and may then be either released or their force of application increased or diminished, as may e desired.

further object of my invention, where the frictionmeans is driven by an electric motorfis to normally su pl)I a minimum current to said motor, an to automatically increase or diminish the same in pro ortion to the degree of application of sald iction means to the brake, u common operating means accomplishing this result.

Still another object of my invention is to provide for simultaneously operating the various electrical controlling devices in a plurality of cars coupled together from a common controlling means ui one of the cars.

These objects I accomplish in the manner and by the means hereinafter more definitely pointed out and claimed, reference bein had to the accompanying drawings, in w ich:

Figure 1 is a diagrammatic view of my improved system as a plied to n car. Fig. 2 is a top plan view o the controlling levcr and its parts, the sume being shown partly broken away. Fi 3 is a vertical sectional view through sait controllin lever and its supportn post. Fig. 4 is a cctail sectional View on t e line lV-IV, Fig. B. Fig. 5 is a top plan view of the supporti" post for its arts being remove Fig. (i is an enlarged r ctuil view, partly broken awav. of one of the auxiliary solenoids. Fig'. i' is n detail vcrti cul sectional view of thc transverse! shaft und thc friction disks aud ln'uke mechanism cnn-led thereby. Fig. 8 is u transverse scctionnl view on thc line VlIl--VIII, Fig. 7. Fig. 9 is a view similar to Fig. 1. illustrating a modified construction.

Similar numerals of reference denote vnrrespondmg parte m the several views.

In4 Letters Patent No. 896,063, granted to me August 11, 1908, and No. 896,649, granted to me August 18, 1908, there is disclosed a` braking mechanism for cars wherein is employed a transverse shaft, upon which is mounted to freely rotate thereon a friction disk that is constantly rotated from the car axle when the latter is in motion; said shaft also having freely mounted thereon n second friction disk having a spiral groove therein of peculiar shape in which to wind a cable connected with the brake shoe mechanism for applying the latter. This second friction disk is movable longitudinally of said shaft to bring it into and out of frictional contact wih the friction disk rotated from the car ax e.

It is one object of my present invention to provide electrically operated mechanism for applying and releasing this braking mechanism.

In the said drawings, referring more particularly to Fig. 1, the reference numeral 1 denotes the transverse shaft mounted beneath the car body, the same carrying the two

friction disks

2 and 3, all hereinbeforc referred to. The friction disk 3 is slidable to and from the friction disk 2, being normally forced awa by the coiled spring 4, and its hub 5 is eyed to rotate with the hub 6 of a clutch hereinn fter to be described. The said clutch is bodil movable longitudinally of shaft l, un is forced toward the friction member 2 by a com surface operated by the partial rotation of com hub S which is rotated by lever 9 and ietracted by spring 10.

Mounted on the under side of the car body is a solenoid l1, whose core 12 is extended into n bur 13, connected to lever t) by n link [4, und provided with alternately disposed notches l on its opposite Sides. Disposed at n right anglo lo thc solenoid 11 and on opposite sides of the toothed bnr 13 are thc similar auxiliurv solcnoids 16 und l?. 'lhc circuits for suirl solcnoids may be traced ns follows: A wire I8 leading from one side of the line o mrnting the vor leads to solenoid 1l, while rom thc Suid solenoid leads wire lll that is luunrhcd to extend ln the opposite ends of the cnr. liv retcrrn r to the diagrammatic detnil of the contro ling' mechanism nt. the right of Fig. 1 it will bc seen that Ihn wire l!) is connected to nu elongated contact pluto mounted on tho segment Imm,- plntc '.ll, und that the conl tld llln lio

trollin lever 22 is connected by wire 23 with t e wire 24 leading to the other side of the line current source. The contact late 20, however, terminates just short of die lever 22 when the latter is in its normal inactive position, so that the circuit through solenoid 11 is completed only when lever 22 is moved from its normal inactiveposition, but continues until said lever is returned to its inactive position. The solenoids 16 and 17 are connected with line wire 18 by the

wires

25 and 26, while on its other side the solenoid 16 is connected by branched wire 27 leadi to both ends of the car, with wires 28 lea ing to a series of double contacts in the plate 21. Similarly the other side of solenoid 1T is connected by a branched wire 29 with a series of wires 30 leading to a series of double contacts similar to the contacts to which the wires 28 lead in the plate 21, said two series of contacts being arra ed alternately m said late, the contacts o wires 28 bei inunred 1, 3 and 5 on said plate, while the contacts of wires 30 are numbered 2, 4 and 6. Leading from each of the other inembers of said contacts is a wire 32 connecting with a common wire 33 leading to the line wire 24.

lom this description of the circuits it will be seen that none of the circuits through the

solenoids

11, 16 and 1T will be closed while the lever 22 is in its normal inactive osition shown, and that the spring 10 will, through lever 9, link 14 and bar 13, draw the core 12 of said solenoid to its outermost position shown in Fi 1, the cores of solenoids 16 and 17 being so retained in their outei most positions b springs 34 so that their heads 35 will be orced into contact with bnr 13 and the head 35 of solenoid 16 will engage the rst notch 15 in said bar. Now, when thc lever 22 is initially moved from its normal position contact will be at once made with plate 20, which will close the circuit through solenoid 11, thus operating on its core 12 to draw it within said solenoid, which movement is prevented of solenoid 16 with the I'irst of the notches 15 in bnr 13. But as the lever 22 is moved further the double contact at No. l on plato 21 is closed, as hereinafter described, 'by said lever, which closes the circuit through solenoid 16, core and releasing bar 13, which permits thrcorc 12 and said har to move inward until the next. notch on the opposite side of said bar 13 is cngagcd by the head 35 of solenoid 1T. A fui-t now breuk the circuit. at. No. 1 aiul then close tlie circuit. at No. 2, which results iu deinerby engagement of head 35i i thusI rctracting its notches on bar 13. Thus the continued movement of lever 22 will alternately energze and denergize the solenoids 16 and 1T, and permit a step by step movement to core l2 and bar 13 under the continued energiz ing of solenoid 11. This step by step movement will be imparted to lever 0, through link 14, and the cam hub 8, rotating with said lever 9, will by its contact with mini surface 7, move the parts bodily on shaft 1 toward friction disk 2, so that contact is made between said

disks

2 and 3 and the motion of the former imparted to the latter to wind the brake shoe operating cable thereon in the manner described in my Letters Patent heieinbefoi'e referred to. In said Letters Patent l have disclosed a means for retaining the disk 3 iii its wound position, which retains brakes set, and yet permits

thc friction disks

2 and 3 to be released from their frictional contact with each other. In the present structure, however, I have substituted for said holdin mechanism a construction of pivoted ra ially movable grippin shoes disclosed in certain a plications for tters Patent tiled by me Fdllruai'y 1l, 1908, Serial No. 415,420, and September 3, 1908, Serial No. 451,520, wherein, as shown in Figs. 7 and 8 of the resent structure, a series of radially movab e brake shoes 36 is provided, the same being pivoted at 37, and being controlled in their radial movenient by a cani ring 38 which is in turn operated by a lever 30. Said shoes are pro'ected againsta braking surface 40 which is :eyed at 41 to rotate with the friction disk 3, so that, when said braking surface is engaged and held by said brake shoes 36, said friction disk 3 will also be retained. The said brake slices 3G are connected with the meniber 42 which is in turn held against rota tion on the shaft l bv its engagement with a bincket. 43 lixed to the under side of the car body, which at the samt` time permits thc necessary sli rht bodily movement of thc parts on the s iaft 1, due to the cam 8 when

thc friction disks

2 and 3 ure brought luto operative engagement.

Connected with lever 30 on one side is a coiled spi-ing 44. which normally maintains said lever and its rain ring 38 in position to project the brake shoes' 3G into clutching engagement with the braking surface 40, while on its other side said lever lil has connected thereto a link -l.'i, which is in lnrn connected lo the core 40 of a solenoid 4T Iixrd to thc cui' frame.

while from the ollnr sich' extends branched wire in which leads lo a normally solenoid 10 and energizing solenoid i open circuit closing button ."10 ou the operab iam lz?, iv ich in like mania-r ermita the i'uwnrd movement of core 12 riool nu' slop until head 35 of solenoid 10 engages thc third of the Iii-i'li'd ln lino wire 2l on the illu-i' sidiol' the source ol' power.

'l'lue circuit for said solenoid is as follows: Extending from one side llicicot ier movement of lever 22 will 1 is the wire 48 which leads to the line wire IS, the

' automatically retn'rnto its initial when released. asl hereinafter descri `andegatillgtln'thvr rotate disk ,.fcatfliraltesy which fresh position can than A. ,ythefbreafkzjinthefcirclutfat thefbiitton 50fanlithebrake 36 are a plied `-to breakin'surface 40 bythe action o spring' 44 on .ever, ,39.'"gut when the operator Vgraips thejhandle fof lever 22 to operate thersaine, he, iv 1ll,vlfb pressing said buttonv 50, -as hereinafter- .ribedyrlose niflcircuitv and saersnasalenld 4?, heb wiuzfresult yin -drawihggleve animare-"spd Asmlenoicl;andagainst-the V. on o rms 44, whereby- -eurn ring 38 lwllli'e rotate an the brake shoes Bti-retracted to fpermit their ieleam'fV-fronr the braking surface, 40. .AS 'thi'slfactgiongtakes' place is moved 'to energize solenoid `11",' the fricf tion disk 3 is flee to be rotatedby'its-coin tact with friction disk 2 yi-henv lever-*"9 and cam 8 are subsequently .operated through the movement of lever 22 -andthe'ener of

Vsolenoids

11, 16 "and-17', as herein fore described.' 'W'hen'thecar brakes have been applied .withV the desired -foree,fthey maybe retained. thus, ap` lieds 'by simply A releasmg button 50, which reaksl-.t-hecircnit `to .solenoid 47, -thereby-releasiltglever 39 and permitting its `xeturn to"- its inltinlbrakng osition:` under 'the -tensionzofsprmlw ich v e s oes 36` will at' once again' ap' ly Ithejbra tobraking surfaeefd'und thus retain said 4lnal ;i ng ,`1 ,-.snrface land the 's'etu friction disk 3 in :the position to f "bien it'has been moved by its vfric-tionalcontactwith friction disk 2. The-lever 22A-may then be released torehereinafter described, and the car brakes will remain setuntil the button 50 is-agan pressed'to close th'efcircuit through solenoid T andl thus. release the braking surface 40, which will luzrmit. thesalnerand friction disk 3 to return to their initialj unbrakingpositions. In fact., as the lever 22 is adapted to osition ed, the reuiovalo the operators hand from said lever will simultaneously apply the brake shoes 36 and move the friction disks 2 und 3 from contact. thereby preventing undue wear on the latter and yet retaining the car brakes in their sot position.

When the car brakes have been applied and looked` say lo thel extent. of tbeNo. :l position of the lover 22, and it is desired to apply them to a greater degree, the sume may be accomplished by moving' the lover 2*. again tothe No.3 positiombnt. without. pressing the button 50. Upon then pressing:` the` button. tho brake shoes fl'ti will be. released. but the disk :l will be retained in its position 4by the Eril-tional contact with dink 2. anilla further morcnwnt of lori-i122. say to .tluffh'm `l position. with button still prnatal; will inrtonsa' the frirtional contact Il to tighten tho dass y -fbe'fore' the lever '22 means of mgl stance, Von the base plate turnautomatically to :.ts initial position, l as .plast 56 and is ungul be maintained by again releasin button 50 and thus ap lying brake shoes 3 So, also,

to reduce t e brake pressure, when set to, say, the Xo. 3 position, to that of the No. 2 position, the lever 22 is moved to the No. 2 position without pressing button 50, and then by pressing said button the'disk 3 is leased by brake shoes 36, and will at once rotate reversely until held by the disk 2 at the tension ot the. No. 2 position, where it nmtben be retained by releasing button 50.

t is intended that the source of current supply for this mechanism shall be the line current that operates the car, but should there be an interruption of said circuit, as by a slipping of the trolley, l' ha ve provided an emergency source of current supply b v a storage battery 52 connected with the

line wires

18 and 24 through wires 53 and 54 a switch 55 being interposed in one of said wires to normally breuk the circuit. Said switch may be located in any position convenient to the operator, as, for in 21 or on the lever 22. (1r,` ifdesired, said battery 52 may be constantly in circuit, so that it. will automatically supply current when the line oir- :cuit is broken.

I have shown in Figs. 2, 3, 4 and 5 a practical mechanism "for operating the circuits to apply and release the car brakes, of which the following is a descri tion. of the car-I provide a holjlow post 56, having fixed in its up r end a dat plate 57, retained in place y a collar 58 that is in screw threaded engagement with the top of said ar in its exterior oonration. Remorably iitted upon this collar 58 is the lever 22 and its parts constructed ns follows: A huh 59 singularly recessed to tit over collar 58 wit-hout turningy has fixed thereto, or formed integral therewitln the base late 21, the inner a ertured end 60 of said lever 22 rotatably tting on the reduced upper extension 01 of hub 59, and lying above said base plate 2l. Also mounted upon a still further reduced und angled portion 62 of hub is a top plate G3. shaped like plate 21 and overlying les-cr 22 and said plate 2l. all of said parts being retained in position by a nut ('14 on the upper threaded und 65 of hub 50. 'lo nornmlly maintain the lever 22 in theI inactive position shown in Fig. 2. l rlnploy a spring of any suitable mush-action. such as tht` roth-d spring IW.. or a tlat sp1-inn GT shown in Fill. The eirrnits controlled by said lover art` as follows: Mounted in tho haar ilato 2l is tho extended contact plato 20 whici will underlie laver 22 at ull tiniesoxrcpt when tho latter is in its inactivo position. Said plato in otmncrtrd to winlll which loads to u spring contact lll in plato 5T. to which wirr lt) ia connectcd. (ln thu nndrr sido of lover 22 'la n spring contat-t (ill voulu-tod with a wirtI 2S* lift which leads to a s ring contact 23" in the end 60 of lever 22 t at is in turn in engagement with an elon ated contact 23 iu the extension 61 of hu 59, said elongation of contact 23 completing the circuit at that point, no matter to what position lever 22 may be turned. A wire 23 leads from contact 23 to contact 23 that contacts with sprin contact 23', to which wire 23 is connecte whereb the circuit through solenoid 11 is coni let as soon as lever 2.. is moved.

Located in sockets in the base plate 2 1 is a plurality of, say, six circuit-closing springi'etracted buttons '(0, 7l, 72, 73, 74 and 75, beneath each of which in an insulating plate T6 are fixed the terminals of two wires. The section in Fi's. 3 and 4 passes through the button 72, and its terminals 26* and 33 lead to contacts which are in

engouementwith spring contacts

26 and 33 in plate 5i', and to which are connected, res ectively, the

wiies

26 and 32, whereby the epi-essieu of button 72 will close the circuit through solenoid 16. It will be understood that the ter* minals leadi from the alternate buttons 70 and T4 are similarly connected to

wires

26 and 33, or lead to t e contacts 26" and 33", so that the depression of any of said buttons will energize solenoid 16. In a similar manner the

buttons

71, 73 and 75 are provided with terminals connected to the

contacts

28 and 33", which in turn lead to

wires

28 and 32, so that the de rcssion of any one of said

buttons

71, 73 or 5 will close the circuit throu h solenoid 17. Pivoted to the under side o lever 22 is a trigger T7 so constructed and pivoted that it will maintain its projected position when resisted while the lever is moved away from its initial posit-ion, but will yield on its pivot to resistance in the opposite direction. This results in a successive depression of buttons 70 to T5 as said trigger contacts therewith in the movement of lever 22 away from its in itial position, but in a yielding of said trigger during the return movement of said lever whereby none of said circuits will he closed during said return movement.

The circuit closing push button in` lever 22 is of any usual construction and is adapted to remain normally open. Wires 49* and 51 lead from the terminals thereof to contacts in the mrt of lever 22 similar lo contact 23", whi e from elongated contacts in the extension (il similar lo contact 23

lead wires

49 and 51", which in turn contact with contacts 49" and 51 in thc pluto 57, to which are connected. respectively, the

wires

49 and 51, whereby the closing of lauton O will energize solenoid 47.

The top plate {if} is preferably provided with n slot 7S in which luovcs u pointer 7l on the level' 22, which servos to indicate the position of said lever with resuert to the buttons to To, suitable numera s from dass 1 to 6 on the top late 63 indicating the position of said un erlying buttons.

An important feature of my invention is its adaptability for use with a plurality of cars coupled in a train, whereb the brakes on cach car will be simultaneous y controlled by the operator on the motor car, and may be a plied and released simultaneously, just as t ie air brake is operated. This I accomplish by providing each car with the system shown in Fig. 1. New, by connecting the wires 18. 19, 27, 29 and 49 in each car in series with said wires on the motor cai'.l by means of a common (plug 80 receiving `aid tive circuits insulate from each other but positioned to register each with its corresponding wire in a similar plug on the adjoining car. und by providing one suitable circuit closing cap piece for each ear, except the motor car that will be fitted on either of the posts 56 of each car, so as to close the circuits in said car through 19 and 23'. throu h 26" and 33 through 29c and 33", and tirongh 49 an 51, respectively, the various circuit closing operations performed through the lever 22 on the motor car will be simultaneously performed on each car of the train, and the rakcs on each car simultaneously applied or released.

It will be understood that the lever 22 and its top piece 63 and base piece 21 are adapted to be removed together from a ost 56 at one end of the cnr, and to be ap ljied to the post 56 at the other end of said, car, or to a similar post on an other car, in a manner similar to the use o the ordinary controller lever now in common use on electric cars for coiitrollin the current to the car motor. Itwill a so be understood that, in order to prevent accidental short circuiting of the current through any of the contacts in the top plate 57 of any post 56 when not in use, as well as to protect said contacts, I will provide a suitable removable cap for covering the saine, but which will have an interior surface of insulating material.

ln Fig. 9 I have shown a slightly modified construction. wliriciu the friction disk 2, instead of being operated from the car axle iis in niiy Letters Patent No. 896,063 ant 896,649, iereinhofore referred to, is operated h v un electricmotor Sl which is constantly driven from the line circuit. In order, however, to |.ircvi-ut uniwressary use of curi-cnt in opi-rating.' thc sonic, I provide u rhoostul H2 which is controlled ste by step through the levell 22 to throw in u ditionnl power as suil leva-r is niovetVfioni its initial position. lly this means so lou A as said lover is in its nornuil inactivo position a constant hut minimum supply ofrurrrnl will lic furnished lo the iunior Hl. through wires B2i unil 84. but ne said hiver is lnovcil to apply thr friction disk :l to lrii-.tiou disk 2 the step by sti-.p cutting ont of thc coils of tlir rheostat B2,

the necessary power.

tio

lace succes- 0 to 75 are the supply which will be timed to take sively just before the buttons pressed, will successively increase of current to motor power to the motor 81 in each one of a train of connected cars may e had by extending the

wires

83 and 84 through the couplings 80, and by cutting out the rheostat- 82 in each car except the controlling car, which latter may be accomplished through the circuit closing cap iecc used to close the other circuits hereinbe ore described.

lf referred, instead of constantly driving the riction disk 2 by the motor 81, I may ari-an a. normally broken contact on lever 22 an base late 21, which will be closed upon the slig test movement of said lever 22 and will remain closed so long as lever 22 is turned from its inactive osition. By this means the motor 81 will energie onl while the brakes are being` applied, an with this construction the r eostat 82 may or may not be employed.

An important advanta trollin the movement o the core 12 of the solenoid 11 through the solenoids 16 and 17 is that the application of the friction disks will be uniform under any variation of the current supply. Thus, no matter what may be the strength of the line current, a move ment of lever 22 to say the No. 1 sition will permit the core 12 of solenoi 11 to move only far enough to bring the head 35 of solenoid 17 into e gement with the tiret notch 15 on that si e of bar 13, whereu n said movement will be positively c ecked. And this is true no matter to what ition the lever 22 is moved, the result being that under any varying condition of current supply the operator will obtain an application of the bra es dependent upon the movement of lever 22 which will be iinvarymgqn power.

ving thus described my invention, I claim as new and desire to secure by ters Patent is:

l. In a car brake, the combination with means for frietionally applying the brakes, of a solenoid for a p ying said friction means, and separate e ecti'ic means for controlling the movement of the solenoid core.

2. In a car brake thc combination with means for frictionallv applying the brakes, of a main solenoid for applying said friction means, and separate soleiioids for nltcrniitely checking thc movement of the e obtained by conwhat Letcore of the iiiaiii solenoid iii applying said l friction means.

3. Iii it cai' brake the combination with means for frictionallv applying the brakes, of a main solenoid for applying said friction means separate solcnoids for alternately checking the movement of the core of said main solenoid iii applying said friction 8l to enable it to supply l And this control of the means, and a lever for cuits to said solenoids.

4. In a car brake, the combination with means for frictonall applying the brakes, of a main solenoid or a plying said fric. tion means, separate auxi iai-y solenoids for alternately checking the inoi'cincnt of the core of said main solenoid in applying said friction means, and a circuit controllin lever for said solenoids adapted when move from its initial ositioii to maintain close the main solenoid circuit and in its movement to alternately close and open the auxiliary solenoid circuit.

5. In a car brake, the combination with a friction brake settin mechanism comprising a member rotat by ii source of power and a freely rotatable member connected to the brakes, said members being adjustable relatively to each other, of a main solenni for moving said members into contact with each other, and auxiliary solenoids for controlling tlie movement of the core of said rkhiiin solenoid in its operation of said memers.

6. In a car brake, the combination with a friction brake setting mechanism compris'in a member rotated by a source of power an a freely rotatable member connected to the brakes, said members being adjustable relativel to each other, of a main solenoid for moving said membeis into contact with each other, and auxiliary solenoids adapted to be alternatel energid to et'fect a step by step control o the movement of the main solenoid core in its operation members,

controlling the cirtrically conti-oli means foi` .maintaining the clutch in itsI unlocked position.

8. In a car brake, the combination with means for frictionally a plying the brakes, and means for contro ling said friction means, of an automatically locking clutch for maintainin the brakes in any appliet insition, and cctrically controlled means ier iinlockiiirr the clutch and maintaining it in its iinloc ted osition.

9. Iii a car bra c, the combination with a friction brake setting mechanism comprising a ineinbei' rotated by a source of power and a freely rotatable member connected to the brakes, said members living adjustalile relatively to cach other, iiiiil ini-.ans for moving said iiicinlieis into contact with each .othi-r, tif en autoiiiativally locking clutch i, for maintaining sind frei-ly rotatable nicmibei in any position to which it iiiiiy be 'iinovotl by its frictonal contact with the iowii' rotated member, and moans for iinoeli'iii the clutch and iiiniiitiiiiiing it in its iinoclceil position.

lll?) 10. In a car brake, the combination with a friction brake settin mechanism compris ing member' rotated y a source of power and a freely rotatable member connected to the brakes, said members being adjustable relatively to each other, and means tor moving said members into contact with each other, of an automatically locking clutch for maintaining said frcely iotatable member in any )osition to which it may be moved by its irictional contact with the power rotated member, and electrically controlled means for unlocki f thc clutch and maintaininfv it in its unloldlied position.

11. In a car brake, the combination with a friction brake setting mechanism comprising a member rotated by a source of power and a freely rotatable member connected to tlie brakes, said members being adjustable relatively to each other. and means for moving said members into contact with each other, of an automatically lockin clutch for maintaining said freelv rotatale member in any position to whici it may be moved by its frictional contact with the power rotated member, and a solenoid adapted when energized to Vunlock said clutch and maintain it in its unlocked position.

12. In a car brake, the combination with a friction brake setting mechanism comprising a member rotated by a source of power and a freely rotatable member connected to the brakes, said members being adjustable relativelyr to each other, and means for moving said members into contact with each otber, of an automatically locking clutch for maintaining said freely rotatable member in any position to which it may be moved by its frictional contact with the power rotated member, a solenoid adapted when energized to unlock said clutch and maintain it in its unlocked iosition. a normally open circuit for sait solenoid, and means within control of the operator for closin said circuit.

13. n a car brake, tlie combination with means for frictionally applying the brakes, of a main solenoid for applvng said frictional means. sciaratc anxi iary solcnoids for alternately cliecking the movement of the core of the main solenoid in applying said friction means, n clutch adapted when applied to maintain .said brake applying means in their applied nisiton, and a Ysoli-noid for controlling sai clutch.

14. In a cui' brake. thc combination with means for frictionallir applying llic brakes. of n ilinin l-iolcnoid or applying.: said fric- Iioinil means. scnirate auxiliar) solcnoids for alternately i'liciking; the '.novcincnl of tliu core of tbv ninln solenoid in applying said friction inrnns, a clutch adapted when applied to maintain said briilic applying means in tlicir applied position. a solenoid l l i for controlling said clutch, and a common lever cariving thc circuits of all of said solenoids.

l. In a car brake. the combination with means for frictiouiillv applying the brakes, ot' a main solenoid or applying said frictional means. separate auxiliaryI solenoids for alternately checking the movement of the core of the main solenoid in ap lying said friction means. a clutch adapted) when applied to maintain said brake a plying means in their applied position, a so euoid for controlling Said clutch, and a common lever carrying' normally open circuits of all of said solenoii'ls.

16. In a car brake, the combination with means for frictionallyr applying the brakes, of a main solenoid for a plying said fric tional means, separate auxiliary solcnoids for alternatelyr checking the movement of the core of the main solenoid in ap'ilyiug said friction means, a clutch adapted when iipplied to maint-ain said brake a plying means in their applied position, a solliinoid for controlling said clutchv` and a common lever carrying normally opcii circuits of all of said solenoida` and adapted by its movementfrom normal position to operatively close and open the circuits of the friction brake applying and controllin solcnoids.

1i'. In a car bra e, the combination with means for frictioiiall \r applying the brakes, ofnieons for electrically operating said friction means, and means for varying the supply of current to said electric means proper4 tioiiiitely to the degree of application of Said friction means.

18. In a car brake1 the combination with means for frictionallv a )plying the brakes, of means for electrical y controlling said friction means, means for electrically operat ing said friction incanti, and means for var ving the supply of current to said electric operating means pro ortionatelv to the de grec of application o said friction means.

19. In a car brake. the combination with means for frictionallrsr a )plying the brakes. of means for electrical y controlling said friction means, means for electrically operating said friction means, means for varying tbc supply of curi-ent to said electric operating moans. and a i-onnnon control for said electric controlling and supplying means opcrntinpr to Vary llic supply of current. to said supplying;r means in proportion to llic dcgrciof application of .said controlling llllilllri.

20. ln a car brake. tln combination willi a friction brake setting iiii-i-lninisni comprisini;l an electric motor. a ini'nibcr continuously rotated by said inoloi'. unil a fri-nl v rolzilalilc nicnibct' connected to ilio brakes. .said nicni bor; living adjustable relatively to cui-li other. of moanfoi' var'nibly moving nid members into Contact willi ciicb ollni and for proltlll lll) portioiiately varying the supply of current to said motor in accordance with the degr of application of .said friction members to each other.

21. ln a car brake. the combination with a friction brake setting mechanism comprising an electric motor, ii member continuously rotated by said motor. and a freely rotatable member connected to the brakes, said members being ad instable relatively to eacli other, of electric means for iariiiblyr moving said members into contact with each other and for proportionately varying the sup ly of current to said motor in auml-dance with tlic degree of application of said friction meinbcrs to each other.

'22. n a car brake, the combination with a friction brake setting mechanism comprising an electric motor. a member continuously rotated by said motor, and a freely rotatable member connected to the brakes. said meinbers being adjustable relatvclv to each other, and electric means for var'iab y moving said members into contact with each other, of a common coiitrollino lever adapted in its movement to controla the variable electrically operated contact between said friction meinliers and to simultaneously var v the supply of current to said motor in pro iortion to tlie degree of application of said rietion members.

In a car brake, the combination with a plurality of cars, means on each ear for frictionally applying the brakes thereon, electric means on each car for variably operating said friction means, and means on each car for electrically controlling said friction.- car for simeans, of a common means on one inultaneously controlling said electric controlling means on all the cars and for var ing,r the supply of current to said electric operating means on each car proportionately lo the degree of application of said friction means.

24. ln a car brake, the combination with a pluralityr of cars, means on each car for frictionally applying the brakes thereon. electric means on cach car for variably operating said friction meansI means oii each ciir for electrically controlling said friction means. means on each car for locking said friction incanswheii a iplied. and means on cach cai' for electrically controlling said lockin" means. of u common means on one of saiii cars for simultaneously controlling said ciccti'ic controlling and locking ineiiiis on all tlic ears and for varying the supply of current to .said electric opei'iitiiugv means on cach cai' proportionately to the cegrec of application of said friction means.

ln a device of the character described, i

the combination with ii car brake, of a limiti solenoid, coiiiiertioiis between its core iiii said brake embodying a bar having notches therein alternate y disposed on o posite sides thereof, and oppositely dispose auxiliary solenoids having spring pro'eetcd cores adapted when said soleiioids are encigized to be projected against said bar in the path of said notches to retain said bar a inst increment, toward said main solenoi and means for tirst coiistantl ener izing said iiiain solenoid and then a tornate y energia. ing said auxiliary solenoids at will to permit a step by ste) movement to said bar under the energizedl action of said main solenoid to variably apply the brake.

:26. In a device of the character described. the combination with a car brake, of a main solenoid. connections between its core and said brake embodving a bar having notches therein alternate y disposed on o posite sides thereof, and oppositely dispose auxiliary solenoids having spring projected cores adapted when said solenoids are denerm'zed to be projected against said bar in the path of said notches to retain said bar against movement toward said main solenoid, and a common means for first constantly energizing said main solenoid and then alternately energizing said auxiliary solenoids at will to permit a step by step movement to said bar under the energized action of said main solenoid to variably apply the brake.

27. In a car brake, the combination with means for applying the brake, of means for controlling said application embodying means initially energized in excess of the requirements, and means for controlling the movement of said energized means.

*2-8. In a car brake. tbe combination with means for applyin the brakes, of electrical means for control ing said application embodying means initially energized in excess of the requirements, and means for controlling the movement of said energized means.

Q9. In a car brake. the combination with means for applying the brakes, of electrical means for controlling said application, enibodying a solenoid initially energized in cxcess of the requirements, and means for conli'ollin'eI the movement of the core thereof.,

30. In a car brakeI` the combination with means ior applyiii v the brakes, of electrical nit-ans for controlling said application einbodyiiig a solenoid initially energized in excess of the requirements, and separate solenoids for alternately checking the ii'iovciiieiit of the coi-e of tlic main solenoid.

n testimony whereof, I have hereunto set nii,r liiiiid iii the presence of tivo subscribing n' il heisses.

WILLIAM (l. MARSH. 'itncsses:

Fili-:ii J. Ria-zo, J. L. lluuuuia'r.