US510911A - Brake mechanism for locomotives - Google Patents
Brake mechanism for locomotives Download PDFInfo
- Publication number
- US510911A US510911A US510911DA US510911A US 510911 A US510911 A US 510911A US 510911D A US510911D A US 510911DA US 510911 A US510911 A US 510911A
- Authority
- US
- United States
- Prior art keywords
- brake
- lever
- rod
- locomotives
- equalizing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000003137 locomotive Effects 0.000 title description 12
- 238000010276 construction Methods 0.000 description 12
- CDFSOKHNACTNPU-GHUQRRHWSA-N 3-[(1R,3S,5S,8R,9S,10S,11R,13R,17R)-1,5,11,14-tetrahydroxy-10,13-dimethyl-3-[(2R,3R,4R,5S,6S)-3,4,5-trihydroxy-6-methyloxan-2-yl]oxy-2,3,4,6,7,8,9,11,12,15,16,17-dodecahydro-1H-cyclopenta[a]phenanthren-17-yl]-2H-furan-5-one Chemical compound O[C@@H]1[C@H](O)[C@H](O)[C@H](C)O[C@H]1O[C@@H]1C[C@@]2(O)CC[C@H]3C4(O)CC[C@H](C=5COC(=O)C=5)[C@@]4(C)C[C@@H](O)[C@@H]3[C@@]2(C)[C@H](O)C1 CDFSOKHNACTNPU-GHUQRRHWSA-N 0.000 description 2
- 240000002057 Secale cereale Species 0.000 description 2
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H13/00—Actuating rail vehicle brakes
- B61H13/20—Transmitting mechanisms
- B61H13/26—Transmitting mechanisms for cars or bogies with more than two axles or bogies, the mechanisms at each side being interconnected
Definitions
- My invention relates to improvements in locomotive driving-wheel brake-mechanisms and my invention consists more especially in certain features of construction and in combinations of parts whereby the braking power is vastly increased without increasing the initial power, that is, without enlarging the brakingcapacity of the driving-wheel braking-cylinder.
- a braking-cylinder, A is provided just rearward of the rear driving-wheel, said cylinder being preferably attached, in any suitable manner, to an upright bracket, B, suitably secured to the driving-wheel supporting-frame O that carries the journal-boxes.
- the pistonrod cl of the piston D of the brake-cylinder is shown operatively connected, at its lower end, as at d, with the one or outer endof a tiltinglever E that is arranged transversely of the supporting-frame and is fulcrumed, at its central portion, as at e, to a rod or bar, G, depending from the sup porting-frame above and preferably pivoted at its upper end, as at g, to an inwardly-projecting lug or ear, I), of bracket B.
- the other or inner end of lever E is shown operatively connected, by means of a link, H, with the one end of a brake-rod Application filed April 26,1893. Serial No. 471,910. (No model.)
- operating-lever, I shown fulcrumed, as at l, to the supporting-frame.
- the other end of lever I is operatively connected with the brake-rod K that, at its opposite end, is operatively connected with the lower end ofthe first brake-lever, L, that is, the brake-lever of the rear driving-wheel WV.
- Said brake-lever is shown fulcrumed at its upper end, as at Z, to the supporting-frame.
- an equalizing-lever, M upon the outer end whereof is mounted the brake-shoe or block,N, also hung by means of a link at from the supporting-frame.
- Equalizing-lever M is supported at its central portion, and, at its inner end, is
- the second brake-rod would exert a power of ten thousand pounds which at the central portion of the second equalizing lever would be increased to twenty thousand pounds that, by means of said equalizing-lever, would be divided between the second brake-block or shoe and the third brake-rod.
- the brakingpower at each brake-shoe or block is equal to the initial power, and hence the greatest economy is obtained.
- cent driving-wheels which is desirable, because economy in the space ocoupiedis thereby obtained.
- What I claim is 1.
- a brake-lever for one of the driving-wheels and suitable means for operating said lever, an equalizing-lever mounted upon said brake-lever, brake-shoe or block operatively connected with the equalizing-lever atone side of the brake-lever and the brake-rod of the brake of another wheel operatively connected with the equalizing-lever at the opposide side of the brake-lever, substantially as and for the purpose set forth.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
Description
.(No Model.)
T. H. HABERKORN. BRAKE MECHANISM FOR LOCOMOTIVES. No. 510,911.
Patented Dec. 19, 1893 m '17: ea cred? m: nA'ncNn. umomurm column wAlNmatcm. u. c
l ITED STATES I PATENT OEErcE.
THEODORE H, HABERKORN, or :FORT WAYNE, INDIANA.
BRAKE MECHANISM FOR LOCOMOTIVES.
SPECIFICATION forming part of Letters Patent No. 510,911, dated December 19, 1893.
To all whom it may concern.-
Be it known that I, THEODORE H. HABER KORN, of Fort Wayne, in the county of Allen and State of Indiana, have invented certain new and useful Improvements in Brake Mechanism for Locomotives; and I do hereby declare the following to be a full, clear, and exact description of'the invention, such as will enable others skilled in the art to which it pertains to make and use the same. Y
My invention relates to improvements in locomotive driving-wheel brake-mechanisms and my invention consists more especially in certain features of construction and in combinations of parts whereby the braking power is vastly increased without increasing the initial power, that is, without enlarging the brakingcapacity of the driving-wheel braking-cylinder.
4 My invention also consists in the details of construction hereinafter described and pointed out in the claims.
The accompanying drawing exhibits a perspective of my improved braking mechanism,
the brake-shoes or blocks of the braking mechanism of the wheels at one side of the locomotive being removed to more clearly show the construction,andthesupporting-frame,wheels and axles being shown in dotted lines.
Separate braking mechanism is provided for the driving-wheels at each side of the 10 comotive. Said mechanisms are, however, alike in construction and a description of one will answer for both.
A braking-cylinder, A, is provided just rearward of the rear driving-wheel, said cylinder being preferably attached, in any suitable manner, to an upright bracket, B, suitably secured to the driving-wheel supporting-frame O that carries the journal-boxes. The pistonrod cl of the piston D of the brake-cylinder is shown operatively connected, at its lower end, as at d, with the one or outer endof a tiltinglever E that is arranged transversely of the supporting-frame and is fulcrumed, at its central portion, as at e, to a rod or bar, G, depending from the sup porting-frame above and preferably pivoted at its upper end, as at g, to an inwardly-projecting lug or ear, I), of bracket B. The other or inner end of lever E is shown operatively connected, by means of a link, H, with the one end of a brake-rod Application filed April 26,1893. Serial No. 471,910. (No model.)
operating-lever, I, shown fulcrumed, as at l, to the supporting-frame. The other end of lever I is operatively connected with the brake-rod K that, at its opposite end, is operatively connected with the lower end ofthe first brake-lever, L, that is, the brake-lever of the rear driving-wheel WV. Said brake-lever is shown fulcrumed at its upper end, as at Z, to the supporting-frame. Upon the central portion of brake-leverLis shown mounted an equalizing-lever, M, upon the outer end whereof is mounted the brake-shoe or block,N, also hung by means of a link at from the supporting-frame. Equalizing-lever M is supported at its central portion, and, at its inner end, is
operatively connected with the brake-rod K of the second brake-lever L,-that is, the brake-lever of the central or next forward driving-wheel, W. An equalizing lever M is shown mounted upon the second brake-lever in the same manner as that already described in connection with the first brake-lever, said second equalizing-lever having the brake-shoe or block for wheelWoperatively connected with the one end thereof and being shown operatively connected at its opposite end with a third brake-rod K that, at its opposite end, is operatively connected with the tie or connecting-rod, bar or beam 0 of the brake-shoes or blocks of the forward or third pair of driving-wheels W By the construction hereinbefore described, it is obvious that if the power exerted by the first brake-rod were say ten thousand pounds, the power exerted at the central portion of the first equalizing-lever would be twice that or twenty thousand pounds, which would be divided between the first brake-shoe or block and the second brake-rod. Hence, the second brake-rod would exert a power of ten thousand pounds which at the central portion of the second equalizing lever would be increased to twenty thousand pounds that, by means of said equalizing-lever, would be divided between the second brake-block or shoe and the third brake-rod. Thus, the brakingpower at each brake-shoe or block is equal to the initial power, and hence the greatest economy is obtained.
By my improved construction it will also be observed that the brake-cylinders are brought as closely as practicable to the adja:
ICO
cent driving-wheels, which is desirable, because economy in the space ocoupiedis thereby obtained.
What I claim is 1. In brake-mechanism for locomotives, the combination of a brake-lever for one of the driving-wheels, and suitable means for operating said lever, an equalizing-lever mounted upon said brake-lever, brake-shoe or block operatively connected with the equalizing-lever atone side of the brake-lever and the brake-rod of the brake of another wheel operatively connected with the equalizing-lever at the opposide side of the brake-lever, substantially as and for the purpose set forth.
2. In brake-mechanism for locomotives, the combination with the brake-cylinder, piston and piston-rod of said cylinder, and brake-rod operating-lever, of a tilting-lever operatively pending rod or bar, G; tilting-lever, E, and
link, H, all arranged and connected substantially as and for the purpose set forth.
In testimony whereof I sign this specification, in the presence of two witnesses, this 25th day of March, 1893.
THEODORE I-I. HABE'RKORN.
Witnesses:
O. W. KUHNE, C. H. DORER.
Publications (1)
| Publication Number | Publication Date |
|---|---|
| US510911A true US510911A (en) | 1893-12-19 |
Family
ID=2579738
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| US510911D Expired - Lifetime US510911A (en) | Brake mechanism for locomotives |
Country Status (1)
| Country | Link |
|---|---|
| US (1) | US510911A (en) |
-
0
- US US510911D patent/US510911A/en not_active Expired - Lifetime
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US510911A (en) | Brake mechanism for locomotives | |
| US443665A (en) | Oae beake | |
| US364706A (en) | Oar brake | |
| US310435A (en) | Car-brake | |
| US711899A (en) | Car-brake. | |
| US271189A (en) | beals | |
| US478902A (en) | baier | |
| US135212A (en) | Improvement in railway-car brakes | |
| US544936A (en) | Car-brake | |
| US346364A (en) | Elisha d | |
| US512376A (en) | Car-brake | |
| US609093A (en) | Center-wheel car-brake | |
| US347575A (en) | Car brake | |
| US450212A (en) | Locomotive-driver brake | |
| US230181A (en) | Car-brake | |
| US295096A (en) | Elijah e | |
| US339284A (en) | Car-brake | |
| US727108A (en) | Car-brake. | |
| US403090A (en) | Car-brake | |
| US424773A (en) | Car-brake | |
| US259004A (en) | Locomotive-brake | |
| US358547A (en) | Pcters | |
| US449630A (en) | Half to john | |
| US379983A (en) | rogers | |
| US351519A (en) | Cae brake |