US317088A - Geokge p - Google Patents

Description

(No Model.)

G. P. CAMPBELL.

GARBRAKE.

No. 317,088. Patented May 5, 1885;

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PETERS. Phalohthogupher. Washington. 0. C.

UNITED STATES PATENT OFFICE.

GEORGE P. CAMPBELL, OF CINCINNATI, OHIO, ASSIGNOR OF ONE-HALF TO JOHN O. SLOAN, OF SAME PLACE.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 317,088, dated May 5, 1885. Application filed December 9, 1884. (No model.)

To all whom it may concern.-

Be it known that I, GEORGE P. CAMPBELL, a citizen of the United States, and a resident of Cincinnati, in the county of Hamilton and State of Ohio, have invented certain new and useful Improvements in Oar-Brakes, of which the following is a specification.

The object of my invention is a convenient attachment to railway cars, whereby the brakes may be simultaneously applied to all the cars of the train by the engineer, and should the train or any of the cars become detached the brakes may be applied in the usual manner. I

The invention consists in certain novel coupling devices, which are actuated by the caraxles to operate the ,brakes now in common use, so that the brakes may be used when desired the same as before my improvements were attached.

In the accompanying drawings, Figure 1 is a longitudinal vertical section of a portion of a locomotive cab embodying my improvements. Fig. 2 is a similar section of a portion of a platform-car having my improved brake attachment applied, the section being taken through line as a; of Fig. 3, which is a plan view of the trucks wheels with the platform and connections removed.

The brake here represented is one of the common kind used upon freight-cars,for which my invention is especially intended, and any of the common forms of brakes may be used.

Mounted in hangers A, secured to the under side of the car-body, is a shaft, B, which is provided with a friction-clutch, C D. This shaft is driven by a sprocket-chain, E, from a wheel, 6, which is secured upon the car-axle, and passes over another sprocket-wheel, e, secured upon the shaft B. The clutch G D may be of any approved form. That shown is the ordinary cone-clutch. To the loose member G is secured a wire-rope, F, which is connected at the opposite end to a rod, F, and through it to the brake-lever G. The coneshaped collar D, which forms the other member of the clutch,is splined upon the shaft B, and is forced into frictional connection with the pulley G by the cam-lever H, which is fulcrumed upon a bracket, H, depending from the bottom of the car. nected to the ordinary hand-brake staff at each end of the car by a rod, h, and chains h. The chains h of all the cars are connected together and to the chain or wire rope j under the locomotive by coupling chains or ropes J. The cable j, which is connected to the clutch under the locomotive, has secured upon it a collar, j, between which and a standard, 7' is a coiled spring, I, which is compressed as the rope is wound around the pulley, and by its recoil slackens the cable when the clutch is released. The coupling-cone D upon the 10- comotive is engaged with or disengaged from the pulley around whichthe cable j is wound by a forked lever, K, fulcrumed in the locomotive-cab, and having its handle in a convenient position to be reached by the engineer.

. The brakes of the locomotive may of course be operated the same as described above by connecting the brake-lever by a wire-cable to the clutch. I have shown the clutch under the locomotive secured upon the wheel-axle; but it is immaterial whether it be upon the axle or upon an independent shaft actuated by the axle.

It will be seen that when the clutch under the locomotive is engaged by the engineer through the lever K,that cable j will be wound around it, and thus the clutches O D under all the cars coupled and all the brakes thrown on, and that when it is released the brakes of all the cars will be released. Should any of the cars become detached, the brakes can be thrown on by coupling the clutch by the handbrake staff from either end of the car.

I have shown here the brake-lever discon nected from the brake-staff and attached to the friction-clutch; but it is evident that the brakes may be connected to the clutch by an independent connecting-cable without disturbing the mechanism now used for throwing the brakes. In such case it would be better to also provide an independent cable to couple all the levers H to the clutch under the locomotive; but the form I have shown is, I think, the simplest and most effective in use.

1. The combination of a car-brake mechanism, a clutch actuated by the car-axle, a cable This lever H i 001}, p

connecting the clutch-pulley and brake-lever, I the locomotive-axle, a lever to actuate the and a lever to couple the clutch with a cable or similar means to connect the clutch-lever with the brake-staff and clutch on the locomotive and under the control of the engineer, substantially as specified.

2 The combination, substantially as specified, of the catch 0 D, upon independent shaft B, the chain E, and pulleys e 6, with a carbrake mechanism, and the lever H, and connections F F k h J, for the purpose specified.

3. The combination of the clutch driven by clutch having its handle in the cab to be conveniently operated by the engineer, and connecting devices to couple the said clutch to the brake mechanism, with spring I arranged between a collar upon the cable f and a stationary bracket 011 thelocomotive, substantially as specified.

GEORGE P. CAMPBELL. \Vitn esses:

CASPER MILEs, GEO. J. MURRAY.

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