US981670A - Emergency-brake. - Google Patents

Description

G. A. MORRIS.

' EMERGENCY BRAKE. APPLICATION FILED A G. 2, 1910.

v INVENTOR v G e o g e ,4 flfiwvs Attomqy j Patented Jan.17,191'1.

way rolling r fully set forth and: claimed. 5

" N lTED STATES PATENT GEORGE efiuronnzs, or some, snonsra, assren'on or ONE-FIFTH To SHARP & smmr AND, TWO-FIFTHS T0 Ina r. VICKERY, BOTH or FLOYD COUNTY, GEORGIA.

EMERGENCY-BRAKE.

To all when; tt rwy concern:

Be it known that I, Gnonon A. Monms, a citizen of the United States of America,-a ndresident'of Rome, in the county of Floyd 6 and State of Geor ia, have invented certain new and useful mprovements in Emergency-Brakes, of which the following is a speclfication. j y t 1 This invention relates to-brakes for railstock and particularly to an emergency ake designed to operate for the purpose of setting the brakes in the event of 'a car or engine leaving the track, as by 'jumpin sidewise or the like. t v 1 An 0 ject of this invention is to provide novel means for interrupting the flow of airina train line of an airbrake system, which-wou1d cause theapplication of the \brakes through the discharge of the air con- 2 tained'in the train line.

With the foregoing 'andother objects in view, theinvention consists in the details of construction and. in the arrangement and combination of parts to oe hereinafter more In describing the invention in detail, ref: crews .will be had to the accompanying drawings forming part of this specification wherein like characters denote corresond- 80 in% parts in the several views in whic re 1 illustrates a view in elevation of the side of a fra ent of a car with the ins vention applied t ereto;; Fig. 2 illustrates a: vertical sectional viewithrough the valve op}? 85 crating mechanism, the 'car-structure'proper being 1n elevation;'an'd}Fig. 3 illustrates an underneath lan vie'w' bf thesaid car with the wheels omitted. v

In these drawings 4 denotes the train line on a car which train line is provided withvalves at each end of the car, it being understood that the-mechanism Qnappl ingthe brakes will be duplicated at the en of each fcar'asstated and an describin the invention the mechanism on one end 0 the car alone will be shown and described.

- In applyingthe mechanism to a car, I pro- "-vide a race 5 which is approximately V-' sha ed, one of said braces eing secured at 'ao-eac side of the car. The braces are rigid.

:for the purpose of retaining the mechanism in pro r position and yet the same are collapsib eor breakable so that if the car jumps 1hr Jroadbed, the braces 5will allow the said st rrup to move. U

Each side of the caris also provided with a bracket 6 havinga slot 7 therein in which the vertically disposed hangers 8- are slidable, the said'hangers attheir lower ends being connected by a cross bar 9 and the hang ers and bar comprising the stirrups to which rica.

v I SpecificationeXLettersI-atent. P t t d m 17, 1 a Application filed-August Q, 1910; Serial No; 575,108. a

l I the track and the stirrup contacts with a rail" reference has already been made; The

braces 5' have loops 10 which embrace the bar 9 so that the bar is held aga'in'st moveme'nt except when it encounters. a railroad bedor obstructionwhen the car leaves the track. As the bar-extends transversely of the car, one end or the other thereof may contact with the rail or roadbed so that-regardless .of'the'side of the track on which the car travels in leaving'the track, the said bar will operate for the purpose of actuating Y the valve I One hanger 8 is connected to a link 11 and the other hanger 8 is connected to a link 12, the link 11 being connected to a valve 13 and the link 12 beingconnected to a valve 14 in the train line. The valves are of such construction as to. be in communication with the train line and'the atmosphere althoughthey may be cut oil so that they will make 3 thetrain line continuous so long as the yalves remain 111 normal position but upon turning of the valves through the actuation of the yoke and the links the valves are moved to.

establish communication between the train line and the atmosphere, thus'exhaus'tin the air iii the train line and causing the app icationof'the brakes-in the same manner as the brakes would be applied on there fbeing a separation or fracture in the train line, due

to the parting of the cars or other. like 00- v currence. The link 11 has a stud 15 thereon and the link 12 has a stud 16 thereon which studs are designed to be engaged bythe latches 17 and 18, res ectively, which operate to hold the links e evated-when the valves are open in orderthat the parts may be held in'such position until reset by an operator. The latches may be of any appropriate typebut I have shown th m as being provided with's rings 19- and 0, respectively, which bola the latches nhrmall'ysin engagement wit thestuds.

In the operation of this device it is apparent that upon the car umping or leaving the track, the bar 9 would be displaced thus communicating motion to the linksandvmovc the members of the valves so as to open the said valves and due to the presence of the latches the valves Would be held in the position to which they are forced by the move-- ment of the bar and the parts would remain in such position until the latches were manually released. As the air in the train line is permitted to escape, the brakes are set and the train or car is stopped, and thereafter the operation of the air brake system can onl be reestablished by resettingthe valves. an completing the circulation of air through the train line.

' I claim y In an air brake system, the combination with a train line, of valves interposed in the said line and normally establishing commu-.

nication between the sections of the line and havmg means for exhausting air from the 'line, links for operating the valves,-han'gers on the links, 'a bar extending transversely of the car, and means for holding the bar normally against movement.

-' In testimony whereof, I have hereunto afiixed my signature in the presence of two Witnesses. 4

. p 1 GEORGE A. MORRIS. Witnesses: I Lo'rrm E. BARKLEE,

ELLA M. MOORE.

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