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Publication numberUSRE5505 E
Publication typeGrant
Publication dateJul 29, 1873
Filing dateMay 20, 1873
Publication numberUS RE5505 E, US RE5505E, US-E-RE5505, USRE5505 E, USRE5505E
InventorsGeoege Westinghouse
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Improvement in steam-power air-brake devices
US RE5505 E
Abstract  available in
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Description  (OCR text may contain errors)


Steam-Power Air-Brake Devices.

No. 5,505. Reissuedluly 29.1873.





`Sgecilicuton forming pari of Letters Patent l\'o. 117,841, dated August 8,1871; Reissue No. 5,505, dated July 2.), 1373 application filed May 2li, 137.5.

To all whom t may concern:

Be it known that I, GEORGE VEsTING- HOUSE, Jr., of Pittsburg, `in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Steam-Power Air-Brake Devices and l do hereby declare the following to be afull, clear, and exact description thereof, reference being had to the accompanying drawings, making a part of this specication, in which- Figure l is a plan view of an inverted half of a railway-car illustrative of my improvenient. Fig. 2 is an enlarged detached view of the car ends, more particularly illustrative of the double coupling arrangement; and Fig. 3 is a detached view of the form of lever shown in Eig. 1, arranged with a spring for more perfectly and expeditiously causing thebrakeshoes to clear the wheels when the brakes are let off. i

Like letters of reference indicate like parts in each. I v

The present invention relates more particularly to an improvement on the invention secured to me by Letters Patent of the United States, dated April 13, 1869; and it consists in an improved construction and combination of devices for operating the brakes by the power of compressed air, substantially as hereinafter described and claimed.

To enable others skilled in the art to make and use my invention, I will proceed to describe its construction and operation. f

The frame-work AA of the car, the wheels B, brake-bars b, rubbers or shoes b, and truckframe B are of the usual or any known con struction. Power is communicated to the brakes by any suitable arrangement of rods ce 'and levers a. The brake-cylinder D receives compressed air by the air-pipe d, and power is communicated from it by a piston-stem in the manner described in the patent hereinbefore mentioned. Connection is made from the piston-stem to the rod c by means of a hollow sleeve, D, which permits the rod c to play back and forth,when the brakes are being operated by hand,without destroying the power connection. A connecting-rod, c, leads forward to the brake-lever, as shown.

. In applying car-brakes it is desirable that the 4movement, of the brake-shoes at first be rapid, so that they shall engage the wheels as quickly as possible, and, after they have eugaged the wheels, that they be pressed against them with great force. Before they touch the wheels they offer no v great resistance. After they engage the wheels their motion is little, but the resistance is great. Now, in order to apply the power rapidly at first, while the resistance is small, and with greater force afterward, when the shoes engage the wheels, Iintroduce between the rods c c the ordinary form of bent lever e e', or make it triangular in shape, as shown,` by connecting the outer ends ofthe longer and shorter arms. This lever is pivoted to the car at the junction of the arms e e. rlhe connecting-rod c that leads to the brake-lever is pivoted to the outer end of the longer arm e, and the rod c', leading from the piston-stem in the sleeve D", is pivoted to the outer end of the shorter arm e'. It will now be obvious that the power acting .on the end of the shorter arm e will at' first give a rapid throw to the rod c and cause the brakeshoes to approach the that, as the rods c c come into line, and the brake-shoes engage the wheels, the power will be applied more slowly, (the leverage being lessened,) but with greater effect.

It is also important, in the operation of carbrakes, that, when released, they clear the wheels quickly and entirely. To secure this I connect a spring, f, of any suitable form, (but preferably a spiral, as shown,) with the longer arm c, substantially in the manner shown in Fig. 3. During the first part of the outward thrust of the rod c the spring, while being compressed, comes gradually into line with its own pivotingpoint'f and the pivoting-pointy of the bent lever; and the power expended in compressing it lessens at the very time when the maximum of power is required on the brake-shoes. Then the brakes are let olf the shoes partially clear themselves at once from the wheels. The object of the spring f is to cause them to clear the wheels entirely. As the lever comes back the power or leverage of the spring on it increases, since the spring acts on the longer arm c more nearly at right angles to its length; consequently the power of the spring is applied with greatest el'ect at the time it is most needed, v i r., as ihaip of the clearing or releasing movement of the l brake-shoes at which theyhave the least tendl wheels rapidly g and.

ency to release themselves and clear the wheels entirely. By this means I have found that I can almost instantly bring the brake-shoes back entirely clear of the wheels as soon as the air is let ofi` from the cylinder D.

In Fig. l, which represents the apparatus as applied to only half va car, I have shown the air-pipe d as branching toward the end ofthe car into two pipes, d df, with flexible `ends. The same pipe d branches at the other end of the car in the same way. In Fig. y2 I have shown these branching pipes in an enlarged l view as they are applied on the opposite ends of the same car, and with an arrangement of male and female co plings presently to be eX- plained. j

If asingle pipe, d, extended from end toend of each car, and had al male coupling at the forwardend and a female coupling at the rear end, or vice versa, it is obvious that, in case any one car was turned end for end, its pipes would not couple into the pipes of the next ear at either end, since two male and two female couplings ywoud come together. Now, by branching the pipe d, as set forth, and putting a male coupling, n, on the right-hand pipe d', at each end, and a female coupling, n', on the lefthand vpipe d", at each end, or ,Vice `versa, (either arrangement being followed in all cases) it will be seen that each car will have a right-hand male for the lefthand fe4 /male and a left-hand female for the right-hand male of the next car at each end, or vice versa, if the reverse arrangement be adopted; and, also, that no matter if any or all the cars of a trainbe turned end for end, the couplings will always have the same relative arrangement;

and this arrangement of the couplings diagonally opposite on rbranching pipes I include as a part of this invention.

As shown in Fig. 2, the couplings at each end are united together. This is usually done .when the ears-are not in use, and is also done on the rear end of the last ear of a train, the better to exclude dust and preserve the couplings from injury.

What I claim as my invention, and desire to secure by Letters Patent, is-

1. A bent lever receiving power by its shorter arm from the pistonstem and communicating the same from its longer arm to the brake-lever, arranged and combined sub,- stantially as described. 2. A spring arranged in connection with the lever in' a power car-brake apparatus, so that the spring will act with a continually-increasing power in causing/the brake-shoes to clear the Wheelasubstantially as described.

3. In a power car-brake apparatus, the arrangement of male and female pipe-couplings, with fiexible connections at each end of the car, substantially as described.

4. The arrangement of two pipes at each end of each ear furnished with flexible connections and suitable couplings, so that the pipes atthe end of any car of the-train maybe coupled t0' gether, thus effectually closing both pipes.

' In witness whereof I, thesaid GEORGE VEsTINGHOUsn, Jr., hand.




have hereunto set my-