US1399972A - Car brake or stop - Google Patents

Description

. c. LIDDICOAT. CAR BRAKE OR- STOP. APPLICATIO N FILED FEB- II' 1920.

Patented Dec.13,1921.

vii

In van 7021 L [Zr/23 Aidaznmf Amy UNITED STATES.

CAB BRAKE on snori- To all whom it may concern: Be it known that I, CALEB L nnrooA'r, a citizen of the United States, residin at Albia, in the county of Monroe and btate of Iowa, have invented certain new: and useful Improvements in Car Brakes or Stops, of which the following is a specification, reference being had to the accompanying drawings.

. This invention relates to car stops or car spraggers as they are known in mining parlance, and the general object'of theiinvention is the provision of a device of this character adapted to engage and hold one or more cars, or for the purpose of slowing up moving cars in mines and on tramways. A further object is-to provide a devlce of this character whlch may be .operated'wlth 1 perfect safety to the operator, andin which the actuating mechanism may be located any desireddistance from the stop or brake.

And another object is to provide a device of this character embodying a longitudinally extending rail upon which the fear-wheels run and a longitudinally extending braking rail disposed overthe first named rail and having linked engagement therewith,'weight operated means for urgingthe braking rail away from the first named rail, and manually operable means for shifting the braking rail toward the lirst'named rail.

A further object is to provide a construction of this character in which the braking rail is urged away from the supporting rail by a weight operated lever having an eccentric at one end disposed to engage an elongated link or lever mounted on the braking rail, the weight being adjustable to any desired extent and normally urging the rails,

apart.

Other objects will appear in the course of the following description.- f My invention is illustrated in the accom: panying drawings, wherein Figure 1 s a side elevation of spragger or car braking mechanism constructed in. accordance with my invention;

2 is a section on the line Fig. 1 i

Fig. 3 is an enlarged elevation of aportion of the braking mechanism, the brake actuatin link being partly broken away. J

lleferring to these drawings it will be seen that my improved braking device comprises stringers 10 which are laid upon the usual transverse ties 11, these stringers sup a.pulley ,30 at its upperpend, over which ATENT CALEB VLVIDDICOAT, or An a A, IOWA.

I porting'th e'rails 12, which are preferably angular, in cross section, as illustrated in Fig.2, to provide any outside, upwardly ex tending flange. The opposite rail 13 is of? ordinary or usual form, and the upper faceof "the angular jrailf12 isdisposed in- Specification of Letters Patent. l atented' Deo. 13,1921Q Application filed February 11,1920; Serial No. 357,801.:

line; with the upper. face ofgthe rail 1 i 13. Disposed above .therail 12 in parallel 'relation thereto vis a braking .rail {14,

which is angular in cross section, and pro;

vided on its inner face with a shoe ofj-fricj I I tion mater al '15, .'Which may be of wood,

leather, or any. othersuitable materiall have": 3

ing a frictional, surface adapted to engage" the wheels' A of the car or cars B. :Each of these, rails .12 and14 is provided-with out-f wardly extending pivot studs 16, perf0rated I at their extremities for-the passage of. cotter pins. Gonnecting the rail 14 to the-railj12 at-a plurality ofpoints and engaging these pivot studs 16 are a plurality of links '17 which are, ofcourse, parallel to each other. The braking rail 14 is-extendedat one end beyond the rail 12, as shown in Fig. 1, and

pivotally connected to these two rails is an: elongated controlling link 18 which isalso 1 disposed in parallel relation to the'links-17;

The upper end of this link is laterally-.de

flected, as at .19, then upwardly extending and'has a longitudinally extending groove":

20 formed on its inside'fac e;

carries a roller or loose sleeve on it. Extending upward at one side of the trac is a post; ,22 which is longitudinally slotted,

asat 23, for the passage of'theelongated. link or arm 18, and pivoted to this post is Y alever 24', the upper, endbeyondthe pivoti being formed as aloop 25.. The upper por-.. tion; of this loopis circular and the curva- Acrossithis groove isdi'sposed a pin 21 which preferabl tnre of this uPP r. portion is eccentric to the; pivot 26 of the lever. This loop is disposed.

bet-ween thepin 21 and the bottom of the groove 20, asshownj most: clearly in" Fig.-3. Mounted upon the lever and slidable there-i alongis a weight 27jWhlCl'l is held inplace by set screws28. Also extending-upwardly atthe side of the track is apost 29. carrying passes anoperating cable 31, the lower end of which is attached to theextremity of the lever 24. This operating cable extends over one orimore pulleys 30 mounted onposts'29, and then extends to-.;an.arm 31 operatively having a bolt 34% engageable. with this rack and operated by a hand grip 3 5.

It will be obvious now that when it is desired tobrake or slow down a car coming in the direction of the arrows in Fig. 1 or hold tion' is very strong. Thus it will be obvious that the braking rail may be shifted to a very slight amount if desired and thus cause either a gentle brakin actionon the car, or a relatively strong bra (ing action which will either restrain the car'from rapid movement I or hold the car from any movement at all.

'It is obvious also that the controlling lever 32 might be disposed at any convenient point, either beside the track or considerably to one sideof the track, and that the actuating cable may be run over suitable pulleys or guides to the controlling'lever without regard to the position of the controlling lever withreference to the track.

In F ig. 1,.I have illustrated twojsets of upper and lower rails 12 and 141-, 'both of these sets'ofrails being constructed like each other, but one set of controlling rails being.

. connected to the other set of controlling rails by means of a longitudinally extending sectional rod 36, the sections of the rod beingconnected by means of a turn buckle 37 and the ends of the rod being pivoted to adjacentstuds 16, It, therefore, is tobe understood that there maybe any number of sets of these brakes, all controlled from a single lever 32, and that these braking rails 12 and 14 may be of any desired length so as to control and brake either one car or a plurality ofcars.

This car braking or stopping mechanism is designed for use in mines and for surface tramways or any other situation where it is desirable to reduce the speed ofcars or stop them altogether. When the upper brake'is lowered toward the lower rail, it is obvious that a very firm grip will be secured upon the wheels of the car and that by its means runaway cars in mines and outside tramways may be readily caught'and slowed-up. It will further be noted that this device will ;prevent runaway cars which are being slowed up from getting off the track, as there is no tendencyfor the cars to pile up on each other because the brake shoe is applied to all of the wheels of the cars, and further because the brake may be applied gradually. The angular form of the brake shoe,

of the cars which would derail them I Heretofore' when it has been desired to hold mining cars from movement, it has been usual to insert a stick of wood between the spokes of the wheels. This is very dangerous where cars are moving and has caused many accidents and deaths. v

My device is very simple, may be easily applied to 'any mining railway or tramway,: and has been found thoroughly effective in practice. It will be seen that the particular form of lever used by me having the eccentric loop 25 exerts a great force upon the actuating arm 18, both to lift the braking rail or to depress it under the action of the cable; 31. As soon as the lever 32 is released,=the counterweight'will cause the lever 24; to return to the position shown in Fig. 3-and thuslift the brake'shoe from the wheels. 1

I claim V 1. Abraking device of the character described comprising a lower supporting rail,

an upper braking rail, links pivotally conf ing the braking rail'away from the supporting rail, and manually operable means for shifting the braking rail toward thesupporting rail and including an actuating arm pivotally connected to the supporting rail and the braking rail, and extending upward beyond the braking rail, a lever operatively connected to the upper end of said arm, a manually actuatable device, and connections leading from said last named leverto the actuating device whereby the lever may be shifted to cause the braking rail to move toward the supporting rail. 2

2. A braking mechanism of described comprising a su oporting rail and braking rail, links pivotally connecting the braking rail to the supporting rail,'one of said links being extended to form an 'actuating arm, a support, a lever pivoted in-the support and operatively connected-to-the upper end of said actuating arm, a counterweight on said lever and urging the lever and arm to shift the rails apart and manually operated means forv shifting the lever to shift said rails toward'each other.

3. A braking mechanism of the character described comprising a supporting rail and braking rail, links pivotally connecting the .braking rail to the'supporting rail, one of said links being extended to form an actuat ing arm, a support, a lever pivoted in the support and operatively' connected to; the

the character means'for shifting the lever to shift said rails toward each other and including acable extending from the counterweighted le adjustable to various positions.

4:. A braking mechanismof the character described comprising a supporting rail and a braking rail, links pivotally connecting the braking rail to the supporting rail, an

actuating arm pivotally connected to the supporting rail and the braking rail, a lever hav ng an eccentrlc member operatively engaging one end of the actuating arm where- I by the movement of the lever in one direction acts to depress one end of the actuating arm and in the other direction acts to raise the actuating arm, and manually operable means for shifting said lever.

5. A braking device of the character described comprising a supporting rail, angular in cross section, a braking rail disposed in approximately parallel relation to the first named rail and angular in cross section, links pivotally connecting the rails and-permitting the braking rail to move toward and from the supporting rail, one of said links being elongated to form an actuating arm, a pivotally supported lever having one end operatively engaging the actuating arm and its other end counterweighted whereby to cause arm and the lifting of the braking rail, manually operable means operatively connected to the free end of the lever to shift the lever against the actionof the counterweight and depress the braking rail, said means including a lever operating over a rack, means for holding the leverin adjusted positions, and between the lever and the free end ofthe counterweighted lever.

6. A braking mechanism of the character described including a supporting rail, a

braking rail disposed above the supporting rail, links pivotally connectingthe two rails, one of said links being extended to form an actuating arm and being longitudinally recessed at its upper end, a pivotally supa ported lever having an eccentric loop at one end engaging in sa1drecess, the opposite end of said lever being counterweighted, a pin extending through the walls of said groove and extending through the loop of the eccenally actuatable the lifting of the, actuating v a flexible connection tric lever, and manually 'actuatable means .for raising the counterweighted endof the lever aganist the force of the counterweight to thereby cause the movement ofthe braking rail toward the supporting rail;

71A braking mechanism of the character described comprising a supporting rail, angular in cross section, a braking rail disposed in alinement above the supporting rail, and also angular in cross section,---the lateral flanges of said railsextendingtojecting pivot studs, rails and pivoted to the studs, one of said ward each other and having outwardly prolinks connecting the links being upwardly extended and formed with a recess at its upper end, a post through which said extended link passes. and by which it is guided, a pin extending across said recess, a lever pivotally mounted upon the post and having an'eccentric loop through which said pin'passes, said loop having =.a uniformly curved, outer portion and having'athickness equal to the distance between the pin and the bottom of the recess, an adjustable counterweight mounted,

upon the opposite end of the lever, a manulever, a rack whereby it may be held in adjusted positions, and a flexible connection extending from 1 said manually actuatable lever to the free end of the 001m terweighted lever.

8. In a mechanism of the character described, a track including a pair of rails,'one

of said rails including a supporting rail angular 1n cross section to provide an up wardly extending flange and an inwardly extending flange directed toward the opposite rail, abraking rail disposed in 'aline ment above the-supporting rail and also an gular 1n cross section to provide a down- .wardly extending flange, and a flange extending toward the opposite rail, the vertical flanges or said rails having outwardly,

projecting pivot studs, links connecting the rails, and pivoted to the studs, means for urging said rails away from each other, and

manually operable means for shifting therails toward each other.. In testimony whereof I hereunto aflix my signature. CALEB LIDDIQOAT.

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