|Publication number||US80419 A|
|Publication date||Jul 28, 1868|
|Publication number||US 80419 A, US 80419A, US-A-80419, US80419 A, US80419A|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (37), Classifications (1)|
|External Links: USPTO, USPTO Assignment, Espacenet|
, 2 Sheets-Shet 1. S. MCCAMBRIDGE- Car Brake.
Pa tnted July 28 N. PETERS. mumum, Walhingwn. n a
2 Sheets-Sheet 2.
No. 80,419. Patented July 28, 1868.
ll lll goiter! gram gaunt ffinn.
Letters Patent No. 80,419, dated July 28, 1868.
flit: some ttfttrth in in flgtst ittttcrs fitted mm mating tart 11f flge samt.
TO ALL WHOM IT MAY CONCERN:
Be it known that I, SAMUEL McCAMBRInGE, of the city and county of Philadelphia, and State of Pennsylvania, have invented a new and improved Mode'of Operating the Brake-Levers of a Train of Cars; and I do hereby declare that the following is a full and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon.
The nature of my invention consists, in the first place, in a machine for operating the brake-levers of a train of cars, the said machine being combined with one of the axles of the engine, and one end of the continuous chain which is woven over a series of sheaves for operatingjho brakedevcrs, as set forth in my patent dated February 5, 1867; and, in the second place, in the combination of a spring-seated slide with the rear car of the train, and the rear end of the continuous chain above mentioned, to give elasticity to the pull upon said chain, to prevent its breaking when the last car spreads from the train, as will'bc understood by the following description.
In the accompanying drawings, which make a part of this specification- Figure l is a plan of a railroad-car and engine with the improvement attached.
Figure 2 is a vertical section atthe line It of fig. 1.
Figures 6 and 7 are a plan and end view of tho spring-seated slide J, and doubloguide K.
Figure 8 is a side view of one of the springs a.
Like letters in all the figures indicate the same parts.
A is the frame of the engine, B B the axles, and C C C G the wheels; D is the bottom frame of a car, and E E the trucks of the same. There is a continuous chain, F, connected at its front end with the shaft G of the machine H, beneath the floor of the engine; which chain is woven over a'shcavc, a, of the brake-lever I of each car, and a; stationary sheave, 6. But, as this combination and arrangement of the chain with the lovers are fully set forth in my patent dated February 5, 1867, I deem a further description unnecessary. The'rear end Figures 3, 4, and 5 are respectively a plan, side elevation, and end view of the machine H, on an enlarged of the chain F is attached to the slide J, on the double-guide bar K, which is connected to the rear end of the last truck, E, as seen in figs. 1 and 2. There are springs, c a, on the guide, which yield when the chain is wound up, and return the slide back when the brake-levers are released. The slide J and double-guide rod K are represented on an enlarged scale in sheet No. 2, figs. G and 7, and meet the springs c, in fig. 8.
The machine H, which is represented detached from the engine, on an enlarged scale, is constructed as follows: There are side pieces, L L, which, by means of stays, cl, are confined beneath and to the frame of the engine, as seen in 2. The said side pieces are connected together by means of cross-bars or bolts, a e, and sustain the revolving chain-shaft G, conntcr'shaft BI, and cam-shaft N. The counter-shaft M is connected with the axle B of the engine, by means of the pulley O on the former, the pulley O on the latter, and the belt P. The shafts G and Marc provided with gear-wheels Q, (IQ which are brought into connection when the brakelevers are to be operated, as hereinafter described, and icturn automatically out of gear when said levers are to: be released. The shaft N has at each end a cam, It, which bears on a friction-wheel, S, of the counter-shaft M when said'shaft is to be thrown into gear with the chain-shaft G. In this operation, the journal-boxesfpass from the eccentric and diverging part of the slots y, in whicln they slide, into the concentric part of the said grooves, and the shaft in this movement tightens the belt P, and then, by the revolutions of the rear axle Bof the engine, the shafts of the machine H are revolved," by means of the connections above described, so as to cause the shaft G to wind up the chain F, and operate the brake-levers.
The cam-shaft N is operated by means of the lever T, which is connected to the arm h of the shaft by means i of the rod 2', as seen in fig. 2. The said lever is guided by the concentric stationary bars j, between which it moves, and has a spring-bolt, It, which catches in the notches Z, to hold the lever in position.
There is a tightening-strap, U, around the wheel V, on one end of the chain-shaft G, being connected at its lower end with the stud m, which projects inwards from one of the side pieces L, and at its upper end with the lever V, by means of the horizontal rod n. The said leveris provided with a spring-bolt, 0, which catches into the notched rack X, which is in two parts, between which the lever is guided,
There is but one car represented in the drawings, but the same arrangement of the continuous chain F would be carriedout with any number of cars in a train.
The operation is asfollows: I
When the engineer wishes to apply the brakes, he moves the handle of the lever T in the direction of the arrow until the counter-shaft M is thrown into gear with the chain-shaft G, and the belt P is made sufliciently levers and arrest the'motion of the train. When the belt is tight enough, the lever is retained in its position by the spring-bolt is until the chain is wound'up from its slack condition, and the-brakes are applied. By this time the engineer, by means of the lever W, as above described, tightens the strap U to hold the chain tight, and releases the lever T, and the counter-shaft M is automatically thrown out of gear with the chain-shaft G, by its 'journal-boxesfdescending in the'slots G, which diverge from the centre of the chain-shalt, as above stated, and the belt P is slackened, so as to cut ofi' the action of the engine from the machine H. Upon the tightening of the chain F, the slide J and springs c 0 partially yield from their maximum capacity of strength,
giving elasticity to the pull upon the chain F, to prevent its breaking as the last car spreads from the train, And when the train is bi'oright to a stop, and the engineer wishes to release the brakes from the wheels, he dis.- engages the lever W from its rack, X, and reverses its position, so as to loosen the continuous chain F, and thereby allow the brakes to be sprung back from their respective wheels. The slide Jis also returned to its former position by the elongation of the springs c c. v i
What I claim as new, and desire to secure by Letters Patent, is
1. The combination of the shafts G, M, and N cog-wheels Q "and Q, cams R R,-friction-whecls S S, belt P, and pulleys O and O, with the, shaft B of the en gi-nqand the wheel V and tightening-strap U, when the several parts are eonstructed,arranged, and operated in relation to each other substantially in the manner and for the purpose set forth.
2. The combination and arrangementjof the lever W, connecting-rod n, tightening-strap U, and wheel V,
with the chain-shaft G, for holding the chain F tight when the machine is thrown out of gear with the engine, substantially in the manner described.
3. The combination and arrangementof the spring-seated slide J with the last truck E and chain F, substantially as and for the purpose set forth.
In testimony whereof, I have hereunto set my hand and aifixed my seal, this 27th day of January, 1868.
s. McCAMBRIDGE. a 8.]
Witnesses STEPHEN Usrmx,
tight for the motion of the engine, to wind up the continuous chain F with sufl'icient force to operate the brake,
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