US815880A - Car-brake. - Google Patents

Description

PATENTED R. '20, 19Q.6.

E. G. TILLMAN.

GAR BRAKE. v APPLICATION FILED JUNE 7, 1906 mmi' 4 3] 1 wanton said a represented by 5. The supporting-wheels 1 UN TE STATES PATENT orrrcn.

GAR-BRAKE.

I Specification of Letters Patent.

Patented March '20, 1906.

Application filed June 7,1905. Eaerial Nb. 264,127.

To all whom it may concern.-

Be it known that I, EDWARD G. TILLMAN, a citizen of. the United States, residing at Thayer, in the county of Fayette and State of'West Virginia, have invented new and useful Im rovements in Car-Brakes, of which the fol owing-is a specification. V f

This invention relates to improvements in sprag-brakes to be used-on mine-cars and for similar purposes. v

Figure 1 isa side elevation-of a mine-car fitted with sprag-brakes embodying my improvements. Fig. 2 is a bottom plan view of the same. Fig. 3 is a bottom plan view of a car,'showing, a modified manner of operating the brakes. Fig. 4 is a view of one of the sprags. I

In the drawings, A represents as an entirety amine-carof anywell-known type. v 1 and .2 represent axles of the car; 3 3 and 4 4, the sup orting track wheels mounted onthe es. The frame or body of the car is are formed with radially-arranged spokes 6, as indicated in Fig. 1, although they may be formed with solid webs provided at intervals 1 with lugs or projections, as indicated by 6 in Fig. 3, the purpose of which will be hereinafter described. Preferably each car is provided with two sprags or brake- bars 7 and 8 arranged one at either side of and substantially parallel with one of the axes of one of the car-axles, the sprags being arranged. transversely of the car and adapted to reciprocate-longitudinally in straight lines and-in opposite directions in order to engage with the adjacent supporting-wheels at opposite sides of the car tostop their rotation.

9 is a swinging bar or plate arranged longitudinally of the car midway between the sides and pivotally supported from the bottom of the car on ,a pivot 9, about the axis of which is free to oscillate. The axis of this pivot lies, preferably, in thevertical plane of the axis of theadjacent axle. Oneither side of the pivot 9 the swinging bar 9 is slotted, as indicated at 9 9', these cam slots or rooves preferably being curvilinear in shape for a purpose to be hereinafter described.

At their inner ends the sprag- bars 7 and 8 have pivotally connected to them the slideblockslor antifriction-rollers 7 8 respectively, the former of which is fitted into and adapted to engage with the walls of the slot 9*? and the latter of which is fitted into and adapted to, engage with the walls of the slot 9 10 represents clips or guides secured to the car-bottom and adapted to guide and support the sprags near their centers, and 10 10f are guides secured to the car-bottom and adaped to support and guide the outer end of each sprag, the guides 10 10 for each sprag serving to hold the sprag at all times in parallelism with the adjacent axle. v

The front end of the bar 9 is supportedand guided by a guide-bar 11 secured to the bottom of the car and arranged to permit the said bar to swing freelyin one direction a predetermined distance in order to set the sprags and to prevent the swinging of the bar in the opposite direction when the sprags are in inactive position. v

12 12 are bars or rods arranged longitudinally at either side of the-car. .At their rear ends each of these rods is pivotally connected atv 12 to one of the hand-levers13 13 and arranged at either side of-thecar and pivotally connected'at 14 to the adjacent side of the car.

13? represents guides .for the upper ends of the hand-levers 13 13. At their rear ends each of these longitudinally-arranged bars .1. 2 is connected to one end of achain 15 chain leads over an antifriction-roller .16, mounted on the side of the car, and thence downward and around an antifriotionguide- .roller 17, secured to the bottom of the car,

and thence to the front end vof-the swinging bar 9, to which it is securely fastened.

. To operate the sprags, the operator grasps the handle 13 and throws it rearward-1y,

thereby swinging the bar 9 about its pivotal connection 9 and causing it to impart longitudinal motion to the s rags 7 and 8,, the slides or antifriction-rol ers thereon sliding along the grooves 9 9*, respectively, in the said swinging bar and causing the sprags to move outward and engage with the adjacent track-wheels and lock them against their ro-, tation. To release the brakes, the operator grasps the handelever 13, which ,is thrown forward by therearward throw of the lever This i 13, and throws it rearward, swinging the bar 9 in the opposite direction and causing the sprags to be withdrawn from engagement with the wheels, the cooperation of the walls of the slots in the said bar with the slides on the sprags insuring that the sprags will be i moved longitudinally in paralle 1sm with the car-axle and with a minimum of friction be- 1 tween the slide and the swinging bar.

Inthe modification shown in Fig. 3 a spring 18 is secured at one end to the bottom of the car (shown at 18) and at its other end to the front end of the swinging bar 9, the operatingehain being connected to the other side of the said swinging bar, as hereinbefore described. In this construction but one hand-lever is required, as the spring will cause the bar 9 to swing normally into the position in which it holds the sprags out of engagement with the wheels.

It will be noted that I have constructed a sprag-brake comprised of a few parts and having the sprags connected to a swinging bar in such a manner as to impart longitudinal movement to the sprags as the said bar swings about its axis, the connection be tween each sprag and bar being a sliding one.

What I claim is 1. In a car-brake, the combination with the car-frame, an axle mounted in said frame, and the supporting-wheels of the axle, of the swinging bar pivotally connected to the bottom of the car and having cam-slots therein, of sprag-bars arranged transversely of the car and having their outer ends adapted to engage with said car-wheels, and the slideblocks secured to the inner ends of said spragbars fitted into said cam-slots in said swinging bar and adapted to be actuated by the walls of said slots to effect a longitudinal movement of said sprag-bars, substantially as set forth.

2. In a brake of the class described, the

' combination with the car-frame, the car-axle,

and the wheels thereon, of the swinging bar pivotally mounted on the car-bottom and aving a slot therein, the sprag-bar arranged transversely of the car-frame, and the slideblock carried by said sprag and adapted to be engaged by the walls of said slot to move %the Islprag longitudinally, substantially as set ort v 3. In a brake of the class described, the combination with a car frame, the axle mounted in the frame and the wheels thereon, of the sprag-bars arranged transversely of the car-frame and adapted to have their outer ends engage with the said wheels, and having slide-blocks carried by their inner ends, and a swinging bar pivotally mounted on the car-bottom and having cam-slots therein, the slots of which are adapted to engage with the slide-blocks on the sprag-bars to move the bars longitudinally, substantially as set forth.

4. In a brake of the class described, the

combination with the car frame, an axle mounted on the frame and the supportingwheels of the axle, of the swinging bar pivotally connected to the bottom of the car and having a cam-slot therein, the sprag-bar mounted transversely of the car and having its outer end adapted to engage with one of said car-wheels, the guides for said bar adapted to hold it in parallelism with the said axle, and-the slide-block carried by the inner end of said sprag-bar and fitted into said cam-slot in the swinging bar and adapted to be actuittedh by the walls thereof, substantially as set ort 5. In a car-brake, the combination of the car-frame, an axle mounted therein and the supporting-wheels of the axle, of the swinging bar pivotally connected to the bottom of the car on an axis in the vertical plane of the axis of said axle, and having cam-slots arranged at either side of said pivotal connection, the sprag-bars arranged transversely of the car at either side thereof and on opposite sides of said axle and adapted to have their outer ends engage with the adjacent supporting-wheel, and the slide-blocks secured to the inner ends of said sprag-bars and each fitted into one of said slots in said swinging bar and adapted to be actuated by the walls thereof, substantially as set forth.

6. In a car-brake, the combination with a truck-frame, an axle therefor and supportingwheels for the axle, of the sprag-bars arranged transversely of the truck -fra1nc, a swinging bar, and cam-like connections between said sprag-bars and said swinging bar, each adapted to reciprocate one of the spragbars in a straight line into and out of engagement with one of said supporting-wheels, as said swinging bar is oscillated.

7. In a car-brake, the combination with a car-frame, an axle thereon and supportingwheels on the axle, of the longitudinally-reciprocatable sprag-bars, each adapted to be thrown into and out of engagement with one of said supporting-wheels, a swinging bar, and cam'connections between said swinging bar and said sprag-bars adapted to impart straight-line motion to the sprag-bars as the swinging bar is oscillated.

In testimony whereof I afiix my signature in presence of two subscribing witnesses.

EDWARD G. TILLMAN.

Witnesses:

A. W. HALL, J. L. NAYLOR.

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