US261675A - Steam-brake for locomotives and tenders - Google Patents

Description

(No Model.)

D. CLARK 81: J. LEE.

STEAM BRAKE FOR LOCOMOTIVES AND TENDERS. No. 261,675. Patented July 25, 1882.

q INVENTOR WITNESSES: j L C/%M. f, L i 6%7M W Y M ATTORNEYS.

UNITED STATES PATENT OFFICE.

DAVID CLARK AND JOHN LEE, OF HAZLETON, PENNSYLVANIA.

STEAM-BRAKE FOR LOCOMOTIVES AND TENDERS.

SPECIFICATION forming part of Letters Patent No. 261,675, dated July 25, 1882.

Application filed May 15, 1882. (No model.)

To all whom it may concern:

Be it known that we, DAviD CLARK and JOHN LEE, both of Hazleton, in the county of Luzerne and State of Pennsylvania, have invented a new and useful Improvementin Steam- Brakes for Locomotives and Tenders, of which the following is a full, clear, and exact descrip tion.

Reference is to be had to the accompanying drawings, forming part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure l is a side elevation of a part of a locomotive and tender to which our improvement has been applied. Fig. 2 is an under side view of the same, parts being broken away.

The object of this invention is to provide a steam-actuated brake mechanism for locomotives and tenders so constructed that both brakes can be applied from a single steam-cylinder, and the tension of the brakes will not be changed while passing around curves.

The invention consists in the combination, with a lever, rod, and crank-arm connected with the brake-shaft of the locomotive and a lever and rod connected with the brake-lever of the tender, of a connecting-bar about equal in length to the coupling-bar; and, also, in the comhination, with the valve of the steam-cylinder that operates the brakes, ot' the two footstaudards and their connectinglever, whereby the engineer can control the brakes with his foot, as will be hereinafter fully described.

A represents a locomotive, and B a tender, which are constructed in the ordinary manner.

To the rear part of the engine-frame of the locomotive A is secured a small steam-cylinder, 0, the piston-rod D of which is hinged to a'downwardly-projecting arm, E, attached .to a shaft, F. The shaft F rocks in bearings attached to the engine-frame, and to it is at tached a horizontally-projecting arm, G, to the end of which is pivoted the upper end of the connecting-rod H.

To the lower end of the connecting-rod H are pivoted the inner ends of the toggle-bars I, to the outer ends of which are pivoted the brake-shoes J. The brake-shoes J are supported from the engine-frame in the ordinary manner.

To the rockshaft F is attached an arm, K,

which projects downward parallel with the arm E, and to its lower end is pivoted the forward end of a long connecting-rod, L. The rear end of the connecting-rod L is pivoted to the outer end of the short lever M, which is pivoted to the locomotive-frame in such a position that its inner end will be directly beneath the coupling-pin of the said locomotive.

To the inner end of the lever M is pivoted the forward end of a connecting-lever, N, which is made of such a length that its rear end will be directly beneath the coupling-pin of the tender. The rear end of the connecting-bar N is pivoted to the inner end of a lever, 0, which is pivoted to the frame of the tender, and to its outer end is pivoted the forward end of the connecting-rod P. The rear end of the connecting-rod P is pivoted to the ordinary lever, Q, of the tender-brake. The connecting-rod P is made in two parts, connected at their adjacent ends by a long swiveled nut, R, or a long right-and-left nut. so that the wear can be readily taken up. With this construction the brakes of both locomotive and tender will be applied by the same steam-cylinder, and in such a manner that the tension of the brakes will not be affected while passing around curves.

The valve-stem Y, or a standard attached to the said valve-stem, extends upward through the floor of the locomotive-cab, and has a footpiece attached to its upper end.

With the valve-stern or standard Y is connected the end of a short lever, Z, which is pivoted to the frame of the locomotive A, and to its outer end is pivoted the end of a standard, a. The standard a passes up through the floor of the cab at a little distance from the standard Y, so that the engineer, by pressing the standard Y down with his foot, can admit steam to the cylinder O, to apply the brakes and hold them applied, and by pressing the standard a down with his foot he can admit steam to the other end of the cylinder to withdraw the brakes. With this construction the engineer can readily apply and withdraw the brakes with his foot while both hands are employed in controlling the engine.

Having thus fully described our invention, what we claim as new, and desire to secure by Letters Patent, is-

ICO

1. In steam-brakes for locomotives and tenders, the combination, with the lever M, connecting-rod L, and arm K, connected with the brake-shaft of the locomotive, and the lever O 5 andoonnecting-rodP,connectedwiththebrakelever of the tender, of a connecting-bar, N, about equal in length to the coupling-bar b, substantially as herein shown and described, whereby the tension of the brake will not be 10 affected by passingaround curves, as set forth.

' 2. In steam-brakes for locomotives and tenders, the combination, with the valve of the steam-cylinder th at operates the brakes, of the foot-standards Y a and connecting-lever Z, substantially as herein shown and described, I 5 whereby the engineer can control the brakes with his foot, as set forth.

DAVID CLARK.

JOHN LEE.

Witnesses: Y

J OHN A. BARTON,

U. BACHMAN.

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