US288298A - Automatic car-brake - Google Patents

Description

(No Mode.) 2 Sheets-Sheet, 1.

A. JBBRG. AUTOMATIG GA3 BRAKE; N0. 288,298. Patented Novi. '13, '1883.

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2 Sheets-Sheet 2.

(Nomaden A. J. BERG.

AUTOMATIC GAR BRAKE. No. 288,298. APatenterli NOV. 13, 1883.

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AUGUST' J. BERG, OF CHGAGO, ILLINOS.

AUTOMATIC CAR-BRAKE.

SYECIFICATION forming part of Letters Patent No. 288,298, dated November 13, 1883.

Application filed October 28, 1882. (No model.)

.To all whom it may conceive:

` Be it known that I, Anousr J. Bane, a` citizen or" the United States of America, residing at Chicago, in the county of Cook and State of Illinois, have invented an Improvenient in. Automatic Car-Brakes, of which the following is a speciiication, to wit:

This invention relates io automatic carbrakes; and it consists inA the combination, with a paper pulleyplaced on one of the axles, of a friction-wheel adapted by the slacking of the speed of the train to be engaged with a paper pulley on the axle, andv having a train of gearing or similar mechanism, by which the I5 brakes are applied` automatically when the friction-wheel and pulley are in contact.

It also consists in a novel clutch, by which the friction-wheel is engaged with its shaft, and also in a novel device by which the friction-wheel may be thrown into or out of gear, for running in either direction, from the outside of. the car, as will be hereinafter more iullyexplained.

In order to enable others skilled in the art to which iny invention appertains to :make and with its clutch; Fig. 4, a View of the devicel by which the friction-wheel is set in operation in either direction; Fig. 5,21, view of the paper pulley with one of the metal ends removed 5 Fig. 6, a front elevation of the same; and Fig. 7 a vertical section of partof the sanne, showing the manner of tightening it upon the axle. A represents a carframe, which is mounted upon wheels A, as usual, and provided with a4 draw-bar, B, having a bumper-spring, b, and all of the usual or any desired construction. I employ, asis usual in automatic brakes of 'this class, a rod, C, secured to a movable head within the coupler, and running back through the draw-bar, having its outer end passing through a lever, C', pivoted in the fra-me at one end, and its opposite end :moving` freely in a horizontal direction. Around the rod C, between thelever G and the draw-bar, is a coiled spring, c, which is coinpressed by a key, cf, by the ,backward nuovement of the rod, and acts throw its outer end backward. u. is a clip, pivoted to the lever C between its fulcruinpoint in the main frame and the rod C, and actuated by a spring, ce, coiled around its shank, which always holds the lever C in its extreme forward position when the brake 1s not in operation.

Mounted in a frame, D, just over one oi' the axles, A2, is a shaft, d, on one end of which is a pinion, d', meshing with a spur-wheel, d2, on a shaft, d3. To this shaft d3 is secured a chain, c, the other end of which is connected to the upper end of a lever, E, fulcrunied in a casting on one of the cross-bars, E, to which the brake-shoes E2 are attached, and extending a suitable distance below this fulcruinpoint, where it is connected by a bar, E3, to the other brake-bar, E, as seen in' Fig. 2. The opposite end of the :shaft d is supplied with two clutches, D D', between which is a loose wheel, D2, which is thrown into gear with one or other of the clutches D by means of an angle guide-lever, F, fulcrunied at f in the end of a rod, f', which has a rocking inotion in the frame D. rlhis guide-lever F has upon one end a fork, f2, which engages with a groove, f3, in the hub of the wheel DE, and its opposite end is connected by alink or rod, g, with a cranked shaft, G, which passes transversely across the frame from side to side, and

-is provided on each end with a handle or pointer, G', by which it may be turned to act uate the angle or draw guide-lever F, and slide the wheel D2 on the shaft d, as may be desired. On the outside of the main frame. A, on one side, is placed a piece of notched metal, g,with which the handle Gf on that end of the rod G engages, as seen in Fig. 4, and is held in `engagement by a coiled spring, g2, on the shaft G, between one of the supporting-brackets, G2, and a collar, y, on the shaft.

The end of the shaft d, upon which the wheel D2 is placed, is supported by the horizontal arm of an angle -or bell-crank lever, H, fulcruined in the frame D, and having the upper fend of its perpendicular arm formed with an eye, h, through which passes the end of a rod,

-I, which is formed in two parts swiveled toon the lever Cio IOO . roof of the car.

-'. Y assess outer end of the lever C, and is here provided with a finger, I', curved upward and backward, which engages the rear side of the lever,

as seen in the drawings. rIhe flattening of the y rod at t' serves to hold it from turning accidentally after being set. The inner end of the rod, where it passes through the eye h, is headed or provided with` a pin, which prevents its being withdrawn from the eye, and is held in its forward position by a spring. rlhis serves to hold the friction-wheel D`z from contact with the friction-pulley on theaxle during the forward motion of the train, and

when this `rod is pushed back, allowing the` wheel D2 to drop, the rod slides freely through the eye and applies no pressure tothe wheel. The clutches D D are formed as seen in Fig. 8, having #on their inner faces circular springs 7c, which are secured on one side in a groove in the face of the clutch, and are formed with an angular bend, k', which forms a shoulder, which engages with a similar shaped depression, k2, on the adjacent face of the hub of the wheel D2. When in its normal position the spring k is Hush with the face of the clutch, with its shoulder projecting, and when pressed the spring recedes within the groove in the clutch until the shoulder 7c is entirely inclosed. By the cranked shaft G and anglelever F, the wheel D2 is thrown into gear with one of the clutches D when the train is running in one direction, and in the opposite direction to engage with the other clutch whe running in the reverse. direction.

The axle A2, just under the friction-wheel D2, is provided with a paper pulley, L,formed in two parts, as seen in Fig. 5, andseeured by a plate, L L, on'each side. These plates L are formed in two parts, as shown, having overlapping edges Z l, which are drawn together to tightly iit the axle by a wedge-bolt, m, passing through the paper pulley L, and through slots in the overlapping edges of the plates L', as seen in Fig. 7. When the train is running the friction-wheel is held from contact with the pulley L by the head or pin in end of rod I, acting on' the lever H. When it is desired to stop the train the engine is slowed or steam is shut off entirely, when the cars running uponv the engine will push upon each other, the coupling-links drive back the rods C, which moves the lever C', and'by its en-- gagement with the rod I, drops the frictionwheel D2 on the pulley L, where it is held by its own weight, and operatesthe pinion d and spur-wheel cl2 to apply the brakes.l It will be observed that no damage can be caused by too much movement of the rods I, as they slide through the eyeh, as Vshown by dotted lines in Fig. 2, and puts no pressure upon the fric- 'Ihe rod I runs under the tion-wheel beyond its own weight. tion-wheel may be set to operate in either direction from the outside of the car by meansof the handle G', and this handle may be The fric-V turned in a perpendicular position and allow the friction-wheel to run free in either direction during switching or similar operations. rIhe rod I, being swiveled and provided with a crank and rod connecting with the top of the car, may also be turned over by a brake- .man upon the roof of ythe car7 so that the iinger I will not engage with the'lever C', and thus throw the brakes out of gear for backing or switching without getting off the cars.

Having thus fully described my invention,

what I claim as new, and desire to secure by Letters Patent, is

1. In an automatic ear-brake, a friction-wheel running loosely upon its shaft and provided with means for shifting it from side to side, in

combination with two vclutches secured upon the shaft, and adapted to engage with the wheel to operate it in opposite directions, substantially as shown and described.

2. In an automatic car-brake, a clutch consisting of a disk having a concentric groovein its inner face, in which is secured a sp ring-ring formed with a bend or shoulder, which is normally projected beyond the fall ofthe disk, but when yielding to pressure will sink entirely within the groove, in combination with the A shaft d and loose wheel^ D2 on the shaft, theloose wheel D2 being thrown into g ear with the clutch, substantially'as shown and described.

3. The combination, in an automatic carbrake. of a friction-wheel running loosely upon its'shaft and formed with a curved and in-4 clined depression in each side of its hub, terminating in a shoulder at opposite ends, in combination with the shaft having two disks formed with concentric grooves, in which are secured spring-rings having angular bends or shoulders adapted to engage with the depressions in the hub of the friction-wheel as it is thrown from one side to the other, and thus operate the shaft in either direction, substantially as described and shown.

4. In an automatic car-brake, an operating shaft provided with two clutches operating in opposite directions, and afriction-pulley running loosely between them, in combination with a crankedshaft extending transverselyl across the car-frame, and connected by a link or rodwith anl elbow guide-lever adapted to throw the friction-wheel into gear with one or other of the clutches as the cranked shaft is turned, substantially as shown and described.

.5. In an automatic car-brake, the cranked rod G, having handles G, collar g3, and retracting-spring g2, in combination with the.

IOO

IIO

assess s scribed and shown.

7. In an automatic Canbralre, the rod-I, formed in two parts swiveled together, the fon 4Ward art having a ineer I and formed with b D 9 j a crank, i?, on its end, connectedhy a rod, of,

'with the top of the car, whereby the rod may be turned to engage with or be disengaged from the lever C', substantially as and for the purpose set forth.

8. In an automatic car-brake, the operatingshait d, having one end journaledin the frame D and the other carried by one arm of an elbow-lever, Bf, the other arm of which is formed with an eye, k, in combination with the rod I, passing loosely through the eye h and retracted by acoiled spring,whereby the friction-wheel D2 is normally held from contact with the pulley upon the axle, and When released is held in contact onlyr by its own weight, .substantially as and for the purpose described.

9. In an automatic car-brake, the combination,with a shaft having one end journaled in an elbow-lever and provided With two clutches, and a loose friction-Wheel having an endwise movement upon the shaftto engagewith either one of the clutches, of an elbow guide-lever adapted to slide the frictionwheel upon its shaft, and fulcrumed in the end of a shaft ha fing a'rocking movement in the supportingframe as theiriction-Wheel rises and falls, substantiallyV as shown and described.

10. In an automatic'car-brake, the'combination, with the push-bar C, provided with a spring, c, with the lever C', fulcrumed in the frame at one end and formed with an eye, through which the push-bar passes, andthe clip a', having spring c for returning the lever to its normal position, substantially as described and shown.

11. In anautomatic oar-brake, the car-frame A, having drawbar B and mounted upon the Wheels A', one axle of which is provided With a friction-pulley, L, in combination with the pusl1-loar` C, having spring c, lever C', jointed and swiveled rod I, with nger I', elbow-lever H, shaftd, carrying the clutches D', friction- Wheels D2, and pinion d', spur-Wheel d2 upon the shaft d, cha-in e, lever E. brake-bars,E, having connecting-rod E3, and brake-shoes El, all constructed and arranged to operate substantially as and for the purpose set forth.

In testimony whereof I affix my signature in presence of two witnesses. l

AUGUST J. BERG.

Witnesses:

J. E. Srnvnivson, FRANK JoHNsoN.

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