US656090A - Railway-brake. - Google Patents

Description

Patented Aug. I4, 1900;

w. P. BULL IVANT. RAILWAY BRAKE.

(Application filed Mar. 13, 1900.)

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W. P. BULLIVANT.

RAILWAY BRAKE.

(Application filed Mar. 13, 1900.

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No. 656,090. Patented Aug. l4, I900. W. P. BULLIVANT.

RAILWAY BRAKE.

(Application filed Mar. 13, 1900.)

(No Model.)

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PATENT FFIQE.

' WILLIAM PELHAM BULLIVANT, OF LONDON, ENGLAND.

RAI LWAY-BRAKE.

SPECIFICATION forming part of Letters Patent No. 656,090, dated August 14, 1900. Application filed March 13, 1900- seli NO- 8,502. (No model.)

To all whom it may concern.-

Be it known thatl, WILLIAM PELHAM BUL- LIVANT, a subject of the Queen of Great Britain and Ireland, and a resident of 72 Mark Lane, in the city of London, England, have invented certain new and useful Improvements in or Relating to Railway-Brakes, (for which I have applied for a patent in Great Britain, No. 16,497, dated August 14, 1899,) which invention is fully set forth in the following specification.

My invention relates to railway brake apparatus of the class in which jaws carried on a locomotive, brake-van, or other vehicle are operated to grip either one or both of the rails or a rope or ropes or other stationary device or devices. My saidinvention is particularly applicable for use on railways having a steep gradient; and it has for its objects to provide means whereby the gripping and the necessary lowering and raising of the jaws into and out of their operative position can be effected at the requisite times by steam or other motive agent and means whereby the said apparatus is prevented from operating at the junctions and other parts Where the rail or rails or its or their equivalent cannot be gripped. I will by reference to the accompanying drawings describe an arrangement according to my invention as being operated by steam and arranged on a locomotive for gripping both of the rails; but it is to be understood that the invention is not limited thereto.

In the drawings, Figure 1 is a view of the apparatus shown half in elevation and half in vertical section. Fig. 2 is a vertical'section taken at right angles to Fig. 1; and Fig. 3 is an elevation showing the apparatus as applied to the Vehicle, only part of which latter is represented. Fig. 4c is a diagrammatic plan view. Fig. 5 is a sectional view of the slide-valve.

I provide for each rail a pair of jaw-levers or jaws A, pivoted in a vertically-movable slide B by means of a pivot a, working in a horizontal slot at, Figs. 1 and 2, in the slide, in order to enable the jaws to adjust themselves in a horizontal direction. The jaws have connected to their upper ends the lower and outer ends of two toggle-links (3, whose upper ends are pivoted by a pin D, guided lowered.

in the slide B, to the rod F. of a piston F,

' that the'said dog or cam will always be moved angularly when the piston-rod is raised and The dog or cam H engages with the upper part of the 'slide 13 to insure that the jaws A and slide shall move as one piece during the time that the said jaws are being lowered into their operative positionthat is to say, during the first part of the downward stroke. When the jaws A reach this position the further descent of the slide B is arrested by the aforesaid bufiers B, and the dog or cam H having also reached a portion 1) of the slide B curved concentrically with the pivot h of the said dog or cam the piston-rod E descends independentlyof the slide B,and thereby causes the jaws A to be closed upon the rail K;

During the releasing operation of the brake the dog or cam H first prevents the slide B from ascending, and thereby insures the jaws A opening to disengage from the rail K, and then releases the slide, so that it and the jaws ascend together away from the rail.

The chamber containing the valve L for controlling the supply and exhaust of steam to and from the cylinder F is connected to the upper and lower ends of the cylinder F by pipes and passages ll, respectively, Figs. 3 and 4E, and with the steam-generator by a pipe Z Z being the exhaust from the valvechamber. The valve-rod Z Fig. 5, is connected to a weighted lever M, having a downwardly extending arm on, carrying a roller m, adapted to engage with obstructions, such as m (partly shown by dotted lines in Fig. 3,) placed at those parts of the track at which it would be dangerous or undesirable that the brakes should be applied. To this Weighted lever M is attached by a pin-and-slot connection m the brake-controllin g gear, consisting, preferably, of a vertically-adjustable nut N and a screwed shaft n, and lever-handle a, under the control of the brakesman.

In the normal working of the apparatus the weighted lever M and the valve L are maintained in the raised position by the brakecontrolling gear, the lower end of each of the steam-cylinders F being fully open to the steam-supply, and the before-mentioned jaws A are thereby supported in their raised or inoperative positions. Then the brakes are to be applied, the brake-controlling gear is operated so as to release the weighted levers M, which then immediately descend into the position shown in dotted lines in Fig. 3 and through the valve L cause the steam to be exhausted from below the pistons F and steam from the boiler to be admitted above the pistons, so as to force down the piston-rods E, and thereby cause the jaws A to grip the rails K, as hereinbefore described. Should this operation, however, fail to stop the locomotive before the locomotive reaches a junction or the like, the before-mentioned obstruction m in the track raises the weighted levers M, and thus temporarily causes the brake-jaws A to ascend into their inoperative positions, the brakes being afterward automatically reapplied by the descent of the weighted levers M when the roller m leaves the obstruction. The pivots a of the jaws A are free to adjust themselves in a horizontal direction in an opening a in the slides B, so as to compensate for sidewise displacement of the locomotive on the rails K, due to curves, for example. To enable the brakes to be maintained in operative positions when the locomotive is not under steam, stops 0 are inserted beneath the buffers B in the position indicated by dot-and-pick lines at the right-hand side of Fig. 1 for supporting the pistons F in the raised position.

Having now particularly described and ascertained the nature of this invention and in what manner the same is to be performed, I declare that what I claim is 1. In a railway brake apparatus, the combination with a stationary frame and motor mechanism thereon, of a slide vertically movable in the stationary frame, twojaws pivoted in the slide and adapted at their lower ends to grip a stationary rail or device extending along a railway-track, toggle-links connecting the upper ends of the jaws to each other and to the motor mechanism and means whereby the slide is caused positively to descend to its lower position before the jaws are closed and to rise again only after the jaws are reopened, substantially as described.

2. In railway brake apparatus the combination with a stationary frame and motor mechanism thereon of a slide vertically movable in the stationary frame, two jaws pivoted in the slide and adapted at their lower ends to grip a stationary rail or device extending along a railway-track, toggle-links connecting the upper ends of the jaws to each other and to the motor mechanism, abutments on the slide and stationary frame for arresting the descent of the slide, a dog or cam pivoted to the fixed frame and operatively connected to the motor mechanism, and an abutment on the slide for engaging with the dog or cam,substantially as set forth.

3. In railway brake apparatus, the combination with a stationary frame and motor mechanism thereon, of a slide vertically movable in the stationary frame, two jaws pivoted in the slide and adapted at their lower ends to gripastationaryrail ordevice extendingalong a railway-track, a slotted connection between the pivot of the jaws and the slide for enablin g the jaws to adjust themselves in a horizontal direction, and toggle-links connecting the upper ends of the jaws to each other and to the motor mechanism, for opening and closing the said jaws, substantially as set forth.

In testimony whereofI have signed this specification in the presence of two subscribing witnesses.

WILLIAM IELHAM BULLIVANT.

Witnesses:

WILLIAM FREDERICK UP'ION, RICHARD BUNDY.

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