US201917A - Improvement in car-brakes - Google Patents
Improvement in car-brakes Download PDFInfo
- Publication number
- US201917A US201917A US201917DA US201917A US 201917 A US201917 A US 201917A US 201917D A US201917D A US 201917DA US 201917 A US201917 A US 201917A
- Authority
- US
- United States
- Prior art keywords
- car
- brakes
- brake
- lever
- improvement
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 210000002832 Shoulder Anatomy 0.000 description 8
- XEEYBQQBJWHFJM-UHFFFAOYSA-N iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 4
- 230000003137 locomotive Effects 0.000 description 4
- 230000000875 corresponding Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 229910052742 iron Inorganic materials 0.000 description 2
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
- B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
Definitions
- N-PETERS PHOTO-LITNOGRAPHER, WflSHINGTON. D-C,
- Figure 1 represents a sectional side elevation of a car with my improved car-brake
- Fig. 2 an end view of the same
- Fig. 3 is a diagram, showing the connection of the brakes of the different cars with each other and with the locomotive.
- the object of this invention is to furnish an improved car-brake that may be'operated from the engine, caboose, or any other part of the train, being less expensive, and requiring no more dead-weight of iron than the air-brakes, and being more especially adapted for freighttrains, as they are not liable to get out of order, and as they facilitate the leaving or taking of cars at way-stations.
- the invention consists in a novel mechanism for operating the ordinary brake-bars, consisting of a transverse rock-shaft arranged. between the axles of the car, rods forming the connection of the brake-bars with said rock- .shaft, a bent and weighted lever connected I with the rock-shaft and extending to the end of the car, at the side thereof, and a vertical rod held in a locked position by devices at the top of the car, as will be hereinafter more fully described.
- A represents the customary brake, which is applied by rod-connections a with rigid lever-arms b of a lateral shaft, d, at whose outer end a weighted lever, B, is rigidly attached.
- the lever B is bent or curved in at the upper end, and guided in a slotted supporting-plate, D,secured to the top of the car.
- the upright rod 6 has projecting shoulders or notches c, that bind either on the upper or lower side of the guide-plate D, according as the rod is raised or lowered.
- the brakes are taken off the wheels and re; tained in this position by locking the weighted levers and upright rods in raised position by a locking device, E, which consists of a perforated slide-piece, f, guided along flanges of the guide-plate D, and embracing the rod 0; next, of a connecting pivot-link, f and of a fulcrumed V-shaped lever, f, to one arm of which, near the fulcrum, the link is pivoted.
- a locking device, E which consists of a perforated slide-piece, f, guided along flanges of the guide-plate D, and embracing the rod 0; next, of a connecting pivot-link, f and of a fulcrumed V-shaped lever, f, to one arm of which, near the fulcrum, the link is pivoted.
- the V-lever For taking off the brakes and setting them in position clear of the wheels, the V-lever is brought back into vertical position, and the upright rod lifted, and, finally, the V-lever pressed over toward the rod, so as to-lock the same in raised position. on the guide-plate, as shown in Fig. 2.
- the shoulder nearer to the handle, locks against the under side of the guide-plate D, and secures the continuous application of the brakes to the wheels.
- the V-shaped levers may be connected by cords F, that are coupled together and passed through pulley-blocks in zigzag lines from the lock at one end of the car to a pulley near the diagonally-opposite end of the car, and then over to the pulley-block of the next lock, and so on, as shown in Fig. 3, so
- all the brakes may be applied, either from the locomotive or caboose, or any other part of the train, by pulling the brake cord.
- the brake-connecting cords have only to be coupled in the manner of bell-cords in making up a train. After the brakes have been put on, they have to be taken off again for each car separately, by resetting again the vertical actuating-rods by the locking device of each car.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Elements And Transmission Devices (AREA)
Description
v. ERIOSON. Gar Brake.
. 201,917. Patnted April 2, 1878..
if) I t A INVENTOR I ATTORNEYS.
N-PETERS, PHOTO-LITNOGRAPHER, WflSHINGTON. D-C,
UNITED STATES PATENT Gnu-Ion.
JOHN 'V. ERICSON, OF ESOANAWBA,
IMPROVEMENT IN CAR-BRAKES.
Specification forming part of Letters Patent No. 201,917, dated April 2, 1878; application filed 7 September 29, 1877.
To all whom it may concern:
Be it known that I, JOHN V. ERIO'SON, of Escanawba, in the county of Delta and State of Michigan, have invented a new and Improved Oar-Brake, of which the following is a specification:
In the accompanying drawings, Figure 1 represents a sectional side elevation of a car with my improved car-brake; Fig. 2, an end view of the same; and Fig. 3 is a diagram, showing the connection of the brakes of the different cars with each other and with the locomotive.
Similar letters .of reference indicate corresponding parts. I
The object of this invention is to furnish an improved car-brake that may be'operated from the engine, caboose, or any other part of the train, being less expensive, and requiring no more dead-weight of iron than the air-brakes, and being more especially adapted for freighttrains, as they are not liable to get out of order, and as they facilitate the leaving or taking of cars at way-stations.
The invention consists in a novel mechanism for operating the ordinary brake-bars, consisting of a transverse rock-shaft arranged. between the axles of the car, rods forming the connection of the brake-bars with said rock- .shaft, a bent and weighted lever connected I with the rock-shaft and extending to the end of the car, at the side thereof, and a vertical rod held in a locked position by devices at the top of the car, as will be hereinafter more fully described.
In the drawings, A represents the customary brake, which is applied by rod-connections a with rigid lever-arms b of a lateral shaft, d, at whose outer end a weighted lever, B, is rigidly attached. The lever B is bent or curved in at the upper end, and guided in a slotted supporting-plate, D,secured to the top of the car.
The upright rod 6 has projecting shoulders or notches c, that bind either on the upper or lower side of the guide-plate D, according as the rod is raised or lowered.
The brakes are taken off the wheels and re; tained in this position by locking the weighted levers and upright rods in raised position by a locking device, E, which consists of a perforated slide-piece, f, guided along flanges of the guide-plate D, and embracing the rod 0; next, of a connecting pivot-link, f and of a fulcrumed V-shaped lever, f, to one arm of which, near the fulcrum, the link is pivoted.
- By throwing the V-leverf to one side, the
upright rod is brought by the lever in line with" the slot of the guide-plate, and, by the release of its shoulder from the guide-plate, dropped, so that the weight of the connecting-lever applies instantly the brakes.
For taking off the brakes and setting them in position clear of the wheels, the V-lever is brought back into vertical position, and the upright rod lifted, and, finally, the V-lever pressed over toward the rod, so as to-lock the same in raised position. on the guide-plate, as shown in Fig. 2.
The shoulder, nearer to the handle, locks against the under side of the guide-plate D, and secures the continuous application of the brakes to the wheels. The V-shaped levers may be connected by cords F, that are coupled together and passed through pulley-blocks in zigzag lines from the lock at one end of the car to a pulley near the diagonally-opposite end of the car, and then over to the pulley-block of the next lock, and so on, as shown in Fig. 3, so
that in case of danger, by the detaching of the cars or otherwise, all the brakes may be applied, either from the locomotive or caboose, or any other part of the train, by pulling the brake cord. The brake-connecting cords have only to be coupled in the manner of bell-cords in making up a train. After the brakes have been put on, they have to be taken off again for each car separately, by resetting again the vertical actuating-rods by the locking device of each car.
I am aware that it is not broadly new to connect the brakes of a car with a weighted taining device for the latter, in combination with the car-truck, brake-beams A, and connecting-rods a, all constructed and relatively arranged as herein set forth.
2.-The combination of the upright handlerod 0, having projecting shoulders or notches, the slotted guide-plate D, and the guided and lever-operated slide-piece of the locking de vice, for retaining the upright rod in raised or loweredposition, substantially as specified.
JOHN V. ERIOSON.
Witnesses G. M. WEST, FRANK H. VAN OLE E.
Publications (1)
Publication Number | Publication Date |
---|---|
US201917A true US201917A (en) | 1878-04-02 |
Family
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Family Applications (1)
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US201917D Expired - Lifetime US201917A (en) | Improvement in car-brakes |
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US (1) | US201917A (en) |
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- US US201917D patent/US201917A/en not_active Expired - Lifetime
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