US309122A - Cornelius beard - Google Patents

Description

(No Model.)

' G. BEARD.

LOGOMOTIVE BRAKE.

8 00 1 9 nw e D d e b n e t a P WITNESSES I INVENTOR W ATTORNEY.

.CORJEIJIUS BEARD, OF NEW YORK, N. Y.

tocorao'rivn saaue.

.gPEE-CIEIQAI'IQN Inning part of Letters Patent No. 309,122, dated December 9, 188%.

Applicaiir n lilcr. Novi mhcr l0, Iii- 3.

'l3rakes, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to an improvement in v locomotive-brakes; and it consists in the peculiar coi'nbinations and the construction and arrangement of parts hereinafter more fully described, and then pointed out in the claims, whereby an equal pressure is exerted on each shoe, and the pressure on the journals and boxes equalized without requiring the use of fixed fulcrums between the equalizers and brakc-shoe, thus avoiding the loss of power due to the use of said fixed fnlerums and the connections between the equalizers and levers heretofore employed.

In the accompanying drawings. Figure 1 represents a reversed plan view of a portion of the frame and wheels of a locomotive, and Fig. 2 an elevation of the same.

A represents the frame, to which is pivoted the hangers 13, carrying the brake-heads C.

To these brake'heads are attached in any convenient manner the equalizers E, E, E", E", E, and E". All the cqualizerson each side are connected together by rods F, F, F, F", and F, of which the long ones may have a turnbuckle, by means-of which they may be adjusted in length, as desired, to take up the slack and prevent lost motion from wear in the shoes or other parts, or to ad j est-the position of the parts to act to the best advantage. The forward equalizer of each side is con nected to the frame by a rod, F, and eyebolt G; but any other style of connection may be used, if preferred. The rear equalizers are connected by rods F to levers II, the short end of which may be connected with the tender by the rods F or may be pivoted to some part of the'franie. The long ends of the levers are connected by links I to an equalizer, J, to the center of which is connected in any convenient manner the rod F which in turn is connected with any brake-operating devicesuch as a drum and chain operated by a fric- (No model.)

tion-wheel running in contact with one of the axles of the tenderor motion may be given to the brakes by any convenient means, many of which are well known to mechanics, and are therefore unnecessary to describe here.

The operation is as follows: Motion being given to the rod F, it operates through the equalizer J and links I upon the levers H H, which, being fulcrumed on the rods F", pull on the equalizer E, which brings the brakes directly connected to them into action, and at the same time pull on the equalizers E,which in turn act through the rods F upon the equalizers E and so on through the different rods until all the equalizers are brought into action and press the brakes equally upon all the wheels.

It will be observed thatthe hangers are the only parts of the brake connected to the frame of the engi ne,with the exception of the forward equalizer, and this, as wellas thehangers, may be connected to the frame by clevises to ob viate the necessity of boring holesin the frame in cases where this would be objectionable. From this it will be seen that this system of brakes can be readily attached to locomotives now in use without making any essential change in them, or the necessity of taking them to the shops. Besides this, my apparatus has the advantages of being of few parts and very simple, and is therefore cheap, very durable, and not likely to get out of order, adapted to give an equal pressure on each side of each wheel, and thus unequal strains and wearing of journals are obviated; and, what is still more important, I can get a great brake pressure from a comparatively limited amount of power,which is due to the fact that I do not lose any of the brake power by expending it on fixed bearings, as all the force developed is exerted upon the brakes.

It is evident that, in lieu of the rods F F, &c., chains may be substituted; but I prefer the rods.

In some cases I may use the levers H H in lieu of the equalizers E, in which case the short ends of the levers will of course be attached to the brake-heads; but I prefer the arrangement shown. The levers in this case will become theequivalents of the equalizers E. I have shown three pairs of locomotive "IO fixed fulcrums.

wheels in my drawings; butfit is evident that my invention may be used in connection with a greater or less number of wheels, and that its, use is not confined to locomotives.

It will be observed that by my arrangement of the equalizers, acting directly on the brakeheads, I combine the advantages of having equal pressure on both sides of the wheels with that of the absence of loss of power due to So far as I am aware I am the first to combine these advantages.

I am aware that brakes having equalizers hung upon movable fulcrums, but arranged to press unequally upon the wheels, have been used; and I am aware that horizontal equalizers arranged between the wheels have been used; but in such cases the connections be' tween the equalizers werearranged in a manner essentially different from mine, and the ends of the equalizers were not connected directly to the brake-heads, but were pivoted to brake-levers having fixed fulcrums, which my invention is essentially designed to avoid; and I am also aware that shoes have been pivoted directly to equalizers; but in such ar rangements the blocks were pivoted to the center of the equalizers, which necessitated that their ends should project beyond and outside of the wheels, thus requiring heavy plates 3 to be attached to the car to protect them from damage.

WVhat I claim as new is 1. The combination, with aseries of brakes, of a series of pairs of equalizers, each pair 3 5 hung between two wheels, each equalizer havto an equalizer acting on the other side of its own wheel, substantially as described.

2. The eombinatiomin a brake apparatus,of a series of wheels, each wheel having a pair of brake-heads hung one on each side, each head having the outer end of an equalizer connected directly to it, the two equalizers bearing on the brake-heads of each wheel being connected together at a distance from their ends, and one lever of each pair being connectedto the lever of the next pair, whereby an equal pressure is exerted on each shoe, substantially as described.

3. Ihe combination, in a brake apparatus,of a pair of hangers, B B, the two hangers being suspended on the opposite sides of a wheel, a pair of brake-heads, 0, supported by said hangers, a pair of equalizers, E E, each having its end connected directly to a brake-head,

- and the rod F, connecting the two equalizers,

arranged on the inner side of the wheel, all constructed, arranged, and operating substantially as shown and described.

4. The colnbinatiomina brake apparatus,of a series of pairs of hangers, B B, each pair arranged 0n the opposite sides of a wheel, a corresponding series of brake-heads, O O,sup-

ported by said, hangers, and a corresponding series of pairs of equalizers, each equalizer having its outer end connected directly to a brake-head, and each pair having a rod conneeting them at a distance from their ends, and one equalizer of each pair connected to the nearest equalizer of the next pair by a rod pivoted to their inner ends, substantially as described.

In testimony whereof I aflix my signature,in presence of two witnesses, this 25th day of October, 1888.

CORNELIUS BEARD.

Witnesses:

XV. B. TURNER, GILBERT J. V. GLoIN.

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