IMPROVEMENTS IN CAR BRAKES AND STARTERS
Year: 1882

page_text: LETTERS PATENT to Sydney Pitt, of Sutton, in the County of Surrey, for an
Invention of "IMPROVEMENTS IN CAR BRAKES AND STARTERS." A commu-
nication from abroad by Hermon Hinckley and Eber Culver, both of
Philadelphia, in the County of Philadelphia and State of Pennsylvania, United
States of America.
COMPLETE SPECIFICATION filed by the said Sydney Pitt at the Office of
the Commissioners of Patents on the 6th June 1882.
SYDNEY PITT of Sutton in the County of Surrey. " IMPROVEMENTS IN CAR
BRAKES AND STARTERS." A communication from abroad by Hermon Hinckley,
and Eber Culver, both of Philadelphia, in the County of Philadelphia and State of
Pennsylvania United States of America.
Figure 1 is a plan view of a car frame and trucks with the improvements
applied; Figure 2 is a longitudinal central section of the same; Figure 3 is a
section on the line 3, 3, of Figure 1; Figures 4 to 14 inclusive detail views of
detached parts for the more perfect illustration of the construction and operation
of the improvements; and Figure 15 shows a modification of Figures 5 and 6.
This Invention relates to a car brake and starter, and the improvements consist
in the devices hereinafter specified in the claims, and which cannot be well under-
stood without first going through with a description in minute detail which I now
proceed to make.
Referring to the letters upon the Drawings A, A, indicate the car axles to which
are secured the chain wheels B, B, actuating the counter shaft C, through the
endless chains D, D, and the chain wheel b which is secured to the counter shaft C.
Secured to counter shaft C, by key or otherwise, and revolving with it, is the
spider wheel E, carrying the brake shoes e, e, e, e, in which are fastened the friction
blocks e¹.
F, indicates a sliding collar, secured loosely on counter shaft C, and having a
short sliding motion on the shaft, and revolving with it by means of a spline or
other fastening. At one end of the collar are the lugs or ears f, f, f, f, set on
opposite sides. The links f', f', f¹, f', connect the sliding collar F with the brake
shoes e, e, e, e.

page_text: .
t
G indicates another sliding collar secured loosely on the counter shaft C, having
arms extending upwards and downwards. Secured to these arins by means of the
eye bolts g, 9, 9, g, are the guides g', g¹, having their inner ends concave to fit in a
groove in the collar F, (see Figure 3.) The upper arm of the collar G is secured
to the bottom of the car body in such manner as to allow a slight motion back and
forth in the direction of the length of the counter shaft C, and to hold the arms in
a vertical position.
H indicates an upright pivotted standard, having levers h, h, projecting in
opposite directions and the arms h', h¹, connected with the eye bolts g, g, g, g, by
links h, h (see Figure 12).
I and I indicate hangers attached to the floor timbers of the car body.
J indicates a hollow cylindrical friction brake wheel, secured loosely on counter
shaft C, having an inside annular frictional surface, and on the opposite side the
hub forming a pinion k, engaging the pinion k¹, which is secured by key or other-
wise to the shaft L. On the opposite end of the shaft L is secured the pinion ¹¹.
M indicates a chain drum secured to the shaft L, which shaft is supported by the
double bracket or yoke N, secured loosely to the counter shaft C, and held in a
vertical position by having its upper end secured to the floor timbers of the car
body. To the chain drum M are secured one end of each of the chains m, m, the
other ends being secured to the chain wheels m¹, m¹, on the hubs of which are
secured the inner ends of the spiral scroll springs m¹¹, m", m¹¹, m", (see Figure 10.)
The outer ends of the springs are held in position by the stirrups mm, secured
to the car frame. From the upright pivotted standard H extends the arm h¹¹¹,
connected by a rod with the cam lever O, (see Figure 1.)
P indicates a double flanged wheel, having on one side internal cog gear, and on
the other internal V-shaped ratchet gear, (see Figures 5, 6, 8 and 9.) This wheel
is loose upon the shaft C.
Qindicates a hub secured to counter shaft C, by key or otherwise, and revolving
with said shaft, having two arms extending in opposite directions. Near the outer
ends of each arm are hung the pawls q, q, which are forced into engagement with
the internal ratchet gear of the wheel P, by the pawl springs q'. q'.
R indicates a friction bar with hub secured loosely on shaft C, having a slight
oscillating motion on the shaft, and carried around with it by lugs r, r, coming in
contact with the springs q", q". The pawls q, q, have each an arm extending
toward the shaft C, which arms coming in contact with lugs on the friction bar R,
force the pawls out of engagement. On the arms of the hub Q are lugs q, q,
in which are inserted rubber cushions, against which the arms of the pawls strike
to prevent noise.
A spiral spring is placed between the hub Q and the hub of R (see Figures 3
and 8) normally to force the friction bar out of contact with the wheel P. The
wheel P is rotated in a direction opposite to that in which the shaft C is rotating,
by means of the internal gear and the geared pinions k¹ and k¹¹.
In the modification shown in Figure 15, the pawls are connected with the
friction bar by slotted links D, and a pin D. These links allow the pawls to
stand in the inactive position as indicated in Figure 15, and being actuated at the
proper times by the movements of the friction bar, operate to engage or disengage
the pawls substantially in the manner above described, and as will be apparent
from inspection of Figure 15.
S indicates springs secured to the floor timbers of the car, and extending down-
wards, one on each side of the shaft C, and in contact with the hub of the friction
bar R. When the brake is applied, the arm h¹, of the pivotted standard H, by
means of the connecting rod, draws the cam lever O forward and forces the
springs S against the friction bar R, bringing it in contact with the edge of the
rim of the wheel P, which has a backward motion on the shaft C, and carries with
it the friction bar R, compressing one of the springs q", q", until stopped by the
lug 1, coming in contact with a lug on hub Q, in which is secured spring q¹¹.
This backward movement of the friction bar brings the proper pawl into

page_text: engagement with the internal ratchet gear, and it is held there until the brake is
released, when the springs m", m", m¹, m", exerting their force through the
chains m, m, reverse the motion of the wheel P, carrying with it the pawl and the
hub Q, and starting the car. The springs q, q¹¹, act as equalizing springs to
the friction bar R, and bring it back to its normal position after the force of the
springs m, m, m¹¹, m¹¹, has been expended, so that neither of the pawls will be
engaged. The friction bar is held in such position by a slot in the hub of the
bar engaging a corresponding projection in a collar r¹, the bar being forced along
the shaft C into such position by the action of the spiral spring between the hub Q
and bar R. The wheel P always revolving when the brake is applied in the
opposite direction to that of the shaft C, and of the axles, carries with it in a
backward direction, the friction bar so as to allow the proper pawl to be engaged.
The result is that in whichever direction the car may be moving, by simply
applying the brake in the usual manner, the proper pawl is set for starting the car
in the same direction it was moving when stopped.
}
The operation is as follows:-When it is desired to stop the car, the driver winds
up the brake pull chain by the winch in the usual way, which acting on the
levers h, h, of the pivotted standard H, slides the collar F forward on the shaft C, and
brings the brake shoes e, e, e, e into contact with the inside frictional surface of the
wheel J carrying it forward in the same direction with the shaft C, and through
the geared pinions k and k¹, revolving the chain drum M in an opposite direction
and winding on to it the chains m, m, at the same time unwinding them from the
chain wheels m¹, m³, and compressing the spiral scroll springs m₁, ml, m, m",
and stopping the car. To start the car, the driver releases the brake, when the
springs m", m", m", m", exerting the force stored in them by the momentum of
the car, revolve the chain drum in the opposite direction and through the ratchet
start the car. The driver has but the one operation to perforin, viz: to apply the
brake and release it, which stops and starts the car. The setting of the ratchet
in the direction desired is automatic, and always sure to be right, being controlled
by the friction bar R. This bar may have detachable friction blocks secured at
each end, as shown in the Drawings to be replaced when worn. The springs S are
connected by a yoke S¹ having a small roller against which the cam lever O acts
to prevent friction.
If desired the mechanism shown in Figure 3, may be hung on the axles of the
car, either singly or in duplicate, and avoid the use of counter shaft and endless
chains, stopping and starting the car direct from the axles, and the forms of many
of the parts may be varied.
It will be observed that the car is stopped through the action of the small
pinion of the wheel j engaging the pinion which should be larger than the
pinion of the chain drum M. The pinions k, k' being greater in diameter than
the drum would secure a leverage to compress a much stronger spring by winding
up the drum than would be possible without having the drum smaller in diameter,
and the pinion k¹ of greater diameter than the pinion k. When the brake is
released the compressed spring acts on the chain drum which should be larger
than the pinion at the opposite end of the drum shaft L. This smaller pinion
engages with the large internal gear wheel P, and by this means I get a leverage
in starting, so that I thus provide a leverage for both stopping and starting. The
momentum gained in fifteen or twenty feet of travel in stopping is principally
expended in two or three feet of travel in starting, thus giving a sure and strong
start. The relative size of the drum and pinions named can be varied; but it will
be found in practice that the general rule above given, respecting their differences
in size or diameter, is of importance.
Having thus described the improvements what I claim and desire to secure by
Letters Patent is :-
First. The combination with the hollow friction brake wheel J of the spider
wheel E carrying the brake shoes e e e e the sliding collars F and G and the
guides g constructed and operated substantially as set forth..

page_text: Second. The combination of the wheel P having the internal V shaped ratchet
gear with the hub Qprovided with spring pawls as described and the friction bar R
substantially as set forth.
Third. The combination of the friction brake wheel J the spider wheel E the
sliding collars F and G and the wheel P provided with the hub Q and pawl and
ratchet mechanism, and the friction bar R substantially as set forth.
Fourth. The combination of the friction bar R the hub Q and the springs q¹¹
and coiled spring between the parts Q and R substantially as set forth.
Fifth. The combination of the wheel J the small pinion & the larger pinion k
the drum M of smaller diameter then the pinions kk' and the small pinion " and
the internal gear wheel P substantially as set forth.
Sixth. The combination with the friction bar R of the springs S and cam lever O.
substantially as set forth.
Seventh. The combination of the pivotted standard H with its arms and the
cam lever O springs S friction bar R and wheel P substantially as set forth.
.
In witness whereof I the said Sydney Pitt have hereunto set my hand
and seal this Fifth day of June in the year of our Lord One thousand
eight hundred and eighty two.