US526384A - Automatic brake for railway-cars - Google Patents

Description

(N0 Model.) 2 SheetS-Sheet 1.-

J. C. DBYERLE. AUTOMATIC BRAKE FOR RAILWAY eARs.

No. 526,384. A Patented Sept. 25, 1894.

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J. o. DBYERLE. AUTOMATIGI BRAKE FOR RAILWAYGARS.

No. 526,384. Patentedsept. 2'3'5, 1894.`

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. Attachment, of which the following is a specie e UNITED STATI-3s` PATENT OFFICE.

JAMES C. DEYERLE, OF SALEM, VIRGINIA.

AUTOMATIC BRAKE Foa RA|LwAYoARs.

SPECIFICATION forming part of Letters Patent No. 526,384, dated september 25, 1894- Application filed March 7, 1894.

To a/ZZ whom, it may concern,.-

13e it known that I, JAMES C. DEYERLE, a citizen of the United States, residing at Salem, 1n the county of Roanoke and Stateof Virglnia, haveinvented a new and useful Brake ication.

My invention relates to improvements in I car-brakes; the objects in view being to provide an attachment especially designed for fre1ghtcar-brakes, the same being adapted toautomatically apply the brakes by operatlng the brake-lever whenever the cars should contact, as in descending a grade and thus prevent the several cars composing the train from crowding the engine; and to automatically remove the brakes from the wheels after lthe grade has been passed or when traveling 6 the inclined brake-levers 7.

011 a level or ascending a grade; furthermore,` to so arrange the aforesaid attachment as not to interfere with the operating of the brakes through the ordinary hand-wheels at the ends of the cars.

Other objects and advantages of the invention will appear in the following description, and the novel features thereof will be particularly pointed out in the claims.

`Referring to the drawingsz-Figure 1 is a bottom 4plan of a freight car having the brake attachment constructed in accordance with my invention. Fig. 2 is a side elevation of the same. Fig. 3 is a front elevation of the car. Fig. 4 is a longitudinal sectional view.

Fig. 5 is a detail in ing-rod.

Like numerals of 'reference indicate like parts in all the figures of the drawings.

The car-bottom 1 comprises the usual timbers, and is mounted upon the usual trucks 2, which comprise the axles 3 and wheels 4. Located between the wheels are the brakebars 5 to which are loosely coupled by eyes These brakelevers are connected at their lowerl ends by the coupling-rod 8. The inner' brake-levers have their upper ends located for loose movement in guide-eyes 9.

Located between the two trucks is the main brake-lever 10, the same being pivoted between. its ends as at 11 and having its opposite ends connected by means of couplingperspective of the operatrods and chains 12'to the verticalspindles at `iny rear thereof.

Serial No. 502,678. (No model.)

the opposite ends of the car, which are oper- .i ated through the medium of the usual handwheels 14. The outer brake-levers 7 are connectedv bythe coupling-rods l5 to the aforesaid main brake-lever 10 at opposite sides of the pivot 11 thereof, so that any oscillations upon the part of the main brake-lever 1 0 will be communicated to the outer brake-levers7 and by means of the aforesaid coupling-rods `8 will be likewise communicated to the inner brake-levers, and thus `the brake-levers 5 which carry the brake-shoes either separated and forced against the wheels or withdrawn therefrom, all as is well known.

I have thus described simply the usual con-l struction of brake employed on freight-cars ofrailroads, and I will now proceed to describe my attachment, whereby the said main brake-lever 10 may be automatically operated by the cars descending a grade to throw on the brakes, and again automatically operated when the cars are ascending a grade or moving on a level to throw o the brakes, and in the former instance relieving the engine of the gravitating tendency of the cars y At one end of the car, at the side thereof opposite to which is located the hand-wheel,

I form in the cross-timbers of the framework i of the bottom thereof longitudinally aligning bearings 16, and locate in said bearings a reciprocating and rotatable plunger-shaft 17, which terminates at one end beyond the end of the car and its coupler and is provided with a head 18. Between the two front `bearings 16 I locate upon said shaft an adjustable collar 19,the same being held in position by means of a binding-bolt 20, and I interpose between said collar and a suitable washer 21 also located upon the said shaft, a spiral spring 22, the tendency of which is to force the said rod forward so as to project its end beyond that of the car.

In rear of the second timber in which the bearing 16 is formed I secure upon the shaft 17 a second collar 23, the same being adjustable through the medium of a binding-bolt 24 passing through the collar and binding on 4the shaft. I also ylocate upon this shaft in rear of the collar 23 a sleeve 25, which ter- "minates at its ends in flared heads, and has formed at one side a tin 26. This sleeve is Ico splined upon the shaft, so that it is capable of reciprocation thereon yet cannot turn eX- cept with the shaft.

A coiled spring 27 is interposed between the collar 23 and the front end of the sleeve and serves to force the latter rearward in contact With onez end of the main brake-lever 10. At the opposite side of the brake-lever 10, upon the aforesaid shaft 17, I locate a collar 29, binding the same in position through the medium of the binding-bolt 30. I interpose between this collar and the brake-lever l a loose sleeve 31, the same having a projection upon its underside corresponding to the fin 26 of the sleeve 25. Between the sleeve 3l and the rear end of theV sleeve 25 I locate upon the shaft above the lever a loose collar 32.

A plate 33 is secured to the side of the framework of the car, and has an arm 34 that projects down into the path of the lever 10 dles at the ends of the car. this attachment is to avoid the necessity of so as to prevent the same passing beyond said arm and thereby remove the brake-shoes too far from the wheels by reason of the disposition of the coiled spring 22. It also serves to maintain the shaft 17 at a proper point for contacting with the car in advance thereof.

Pivoted to the front end of the car, as at 35, is a lever 36, the same having at its upper end radiating handles 37. The lower end of the lever is pivoted as at 38 to a link 39, and the latter is pivoted'at its outer end, as at 40, to a rock-arm 4l that extends from the shaft 17. By this means it will be seen that the lever may be operated, that is, swung to a vertical or inclined position, and will accordingly rotate or rock the shaft 17 to such an extent as when in an inclined position to swing the fin 26 of the sleeve 25 out of the path of the main brake-lever 10, so that when said shaft is struck at its forward end, the aforesaid iin will slide over or above the brake-lever and not inliuence it; or, on the other hand, if the lever 36 is swung to a vertical position the 1in will be lowered into the path of said brake-lever 10, and should the rod 17 be forced rearward against the tension of its spring 22 the n engaging with the brake-lever 10 would carry the same rearward and apply the brakes in a yielding manner by reason of the presence of the spring 27 and with the same effect as they would have if applied through the medium of the hand-wheels and brake spin- The object of applying the brakes by hand when a train descends a grade. It is well known that during such descent the several cars composing the train crowd forward by reason of their gravitating tendency and thus exert considerable strain and force against the engine. I propose to utilize this gravitating tendency for the application of the brakes and I accomplish the same by the mechanism heretofore s et forth. It will be seen that as a train descends a grade the cars gravitating forward naturally crowd one against the other, each taking place in each car of the train. This serves to apply the brakes in the saine manner as if the brake-wheels were operated and the brakes are applied to the wheels of the several cars so as to throw the latter back and prevent them from crowding against the engine.V As soon as an up-grade is reached, o r a level, and the cars begin to pull back, 1t will be seen that the shafts 17 are no longer pushed to the rear, but being released are thrown forward by the spring 22 so that they no longer iniiuence the brake-lever 10, and the brake-shoes are immediately withdrawn from contact with the wheels of the cars.y

It will be seen that by reason of the presence of the spring 22 the brake-shoes will be yieldingly held against the wheels and any excessive pressure against the brake-lever 10 avoided, so that no breakage of the parts can thus occur.

I do not limit my invention to the precise details of construction herein shown and described, but hold that I may vary the same to any degree and extent within the knowledge of the skilled mechanic without departing from the spirit or sacrificing any of the advantages thereof.

Having described my invention, what I claim is- 1. The combination with a car and its brake mechanism, of a reciprocating shaft, a projection slidingly mounted on the shaft andv arranged to engage the lever of the brake mechanism, and a spring disposed on the shaft and holding the projection against the lever and forming a cushion, whereby the brake is yieldingly applied, substantially as described.

2. The combination withacar and its brakemechanism, of a reciprocating rock shaft, means for rocking said shaft, a spring for normally pressing the same to the front, and a brake-lever engaging projections splined upon the shaft and yieldingly pressed into the path of the lever, substantially as specified. l

3. The combination with a car and its brakemechanism, of a reciprocating shaft, a sleeve splined upon the shaft and having a n extending into the path of the lever of the brake mechanism, and a spring for pressing the sleeve against the lever, substantially as specified.

4. The combination with a car, its brakemechanism and a stop extending in front of its main brake-lever, of a reciprocating shaft, a spring for normally pressing the same outward, and devices on said shaft for engaging the brake-lever, substantially as specified.

IOO

IIO

5. The combination witha car and its brakemechanism, of a reciprocating shaft terminating beyond the end of the car, a lever for rocking said shaft, a spring for normally pressing the shaft to the front, and projections arranged on the shaft for engaging the brake-lever of the brake system, substantially as specified.

6. The combination with a car and its brakemechanism, of longitudinally aligning bearings at one-side of said car, a reciprocating rotary shaft arranged in the bearings, a rock-A arm at the end of the shaft, a lever fulcrumed on the end of the car, a link connecting the lower end of" the lever to the rock-arm, a spring for normally pressing the shaft outward beyond the end of the car, a sleeve splined upon the shaft and having a n `adapted to en gage with the lever of the brakemechanism, a spring for normally pressing the sleeve toward the lever, an adgustable sleeve in advance of each spring, a sleeve in rear of the lever, means for securing the saine flxedly upon the shaft, and a loose sleeve 1nterposed between the fixed sleeve and the lever, substantially as specified. l I

In testimony that I claim the foregoing as my own I have hereto affixed my signature 1n the presence of two witnesses.

JAMES C. DEYERLE.

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