The daily gazette., 1880-01-08
II NesO PosOer Brake.
AN .AUTQAfATlo. .sARRAEeElfEEr FOR
FREIGHT TRAINS, WHICH SUPPLIES


FREIGHT TRAINS, WHICH SUPPLIES
LONG FELT NEED, AND WILL BE
USED ON THE p, W. a b. r. r.
The p, W. Il b. r. r. Company
have been lately trying new automat-
&c brake for freight trains, and have
about concluded to adopt 1t. The prin-
cipal OF the invention Is as simple and
sensible as Its construction appears to
be.
The theory upon which 1t Is primarily
based is the utilization Of the force of
the moving train as means of stopping
such tram. For this purpose the ma
chinery used is SO adapted as to be ap-
piled, without any confusion or compli-
cation OF parts, TO the apparatus now
used with the hand brakes. II eau be
worked independently of, or In connec-
tion with, the hand brakes. The appa-
atus Of the new brake is exceedingly
simple. 1t consists of a spool place d
upon one axle of car or engine, as the
case may he, having two movable
fianges aud movable clutch collars.
These collars aud ii,nges are operated
by yoke and sci Of clutch levers, sus-
pended from the body of the car by
means Of lever and toggle Joints. The
fianges, which are secured in position
by means Of feather or key, revolye
with the axle while the car is In motion.
The collars in which the axle revolves
are held in position by the clutch levers,
and are provided with oil and waste
chambers, making them self-lubrcat-
ing.
The spool is fabricated IN a similar
manner. The spool revolves only When
a pressure is brought to bear upon the
levers by meaus of the fanges and
clutch bars. Between The fanges and
spool leather friction pad is used to
graduate the power. On the upper part
OF the yoke Is double toggle joint, the
lever extending from which is operated
by an appliance located in the engine or
conductors car, as the case may be. In
the engine, underneath the footboard, is
suspended a rockshaft, which is operated
by the foot OF the engineer, when he
wishes to apply the brakes. A lever is
used for the same purpose on the con-
ductor's car, and is located opposite
a window, so that the conductor can
look out and control the brakes by The
lever at the same time. The pressure of
the clu' ch Is released by spring attach
ed TO the lever. The appliance In ques-
tion Is more simple than an explanation
0f 1t In words might indicate. Any me-
chanic or practical railway man seeing
it would at once say 1t was not liable +"
get out OF order; but the best test of d
thing Is Its use.
A conductors Car or caboose has been
mentioned as having the attachment of
the automatic power brake. Though
he philosophy of this double attach
ment TO train may at once strike rail
road men, IL may here be given for the
enlightenment Of the public. 1t in
wolves two principles in the stoppage Of
trains-the push back and The pull-back.
The former is illustrated by the power
applied from the engine. In freight
trains the application of this power re
suits in the great pressure from behind
of heavy cars whose momentum has
been checked by any attachment on or
behind them, resulting in pounding,
straining and consequent wear and tear
of cars from this cause while being
stopped. This is altogether remedied by
the puii-back power exercised by the
automatic power brake being applied
and operated from the rear end of the
train. 1t seems 10 be fact that a pound
of pull-back force applied to the stop
page of train Is worth two pounds OF
push-back force. Then again, if
freight train parted in the middle, the
rear end, having the power brake, could
be easily controlled by the conductor, so
as to prevent collision, etc. This power
brake is also economical in switching, as
1t saves reversing the engine to stop the
train. The conductors car is supplied
with an attachment that works both
ways; that is, it will not only operate in
front of the car, whichever way it isEun,
but In the rear of it, so that this car can
have freight cars in its rear and front,
and control both.