MXPA97007068A - Brake unit with air cylinder and multiple pistons, installed in carreton de vagon de ferrocar - Google Patents

Abstract

The present invention relates to a braking apparatus for a vehicle, having a plurality of wheels and a plurality of brake shoes and for moving the brake shoes in engagement with the wheels, the braking apparatus comprising: a cylinder unit and piston comprising a cylinder receiving fluid and a plurality of pistons in the cylinder movable within the cylinder by means of fluid under pressure above atmospheric pressure, supplied to the cylinder at an intermediate point of a pair of these pistons, the fluid makes that a piston on one side of the point moves in a first direction and a piston on the other side of the point moves in a second opposite direction: a first piston rod connected to the piston on one side of the point and a second piston rod connected to the piston on the other side of the point, the first interconnection means, which includes the first lever means for interconnecting the first piston rod with a first to brake shoe and moving the first of the brake shoes in engagement with a first wheel, and a second means of interconnection including a second lever means for interconnecting the second piston rod with a second brake shoe and moving the second brake shoe in coupling with a second wheel

Description

BRAKE UNIT WITH AIR CYLINDER AND MULTIPLE PISTONS, INSTALLED IN RAILWAY VAGON CARRETÓN FIELD OF THE INVENTION The present invention relates to the braking actuator apparatus, mainly for railway wagons, in which the brake linkage is operated by a piston in an air cylinder.

BACKGROUND OF THE INVENTION The braking apparatus for railway wagon is well known in which one or more operable cylinder and piston units, each cylinder with a piston, is supported from the wagon and which, when pressurized air is supplied above of the atmospheric, applies forces to the brake linkage and the brake shoes coupled with the four wheels that support the car, which in turn supports the body. See, for example, U.S. Patent Nos. 3, 107, 754 and 4, 312, 428. Some of the prior art systems require the mounting of the piston and cylinder unit (s) on the upper cross member of the pivot (or revolving frame) of the cart which increases installation time, labor and cost. To obtain the necessary braking forces, a cylinder of relatively large diameter is used and the space available for locating this cylinder is relatively limited. Likewise, some systems of the prior art require holes in the crossbar of the cart for the passage of the components of the system, and because the different carts, built by different manufacturers, may not have holes in the crossbar of suitable size or location for the passage of these components, any of the systems of the prior art can not be installed on some of these carts or new hole or holes must be provided on the sleeper which is undesirable. Also in the prior art systems, the hardener is the device used to limit the piston stroke with the use of the brake shoe, it is usually located in the braking unit so that it measures the stroke of the piston which directs only the losses of the braking force due to the length of the piston stroke and the pressure of the air that accompanies it in the cylinder but does not solve the problem of the loss of force in the brake shoe due to a change in the direction of a lever or an angularity of the bell cam. If the downstream mechanisms from where the hardener measures the stroke length of the piston are "stuck", the hardener may adequately compensate for the change in piston stroke but may result in insufficient force or no braking force on the shoes. Furthermore, prior art braking systems usually require a relatively large and strong brake shoe arm that transmits the strength of the prior art, usually requiring a relatively large and strong brake shoe arm that transmits the Piston force to the pads engageable with two different pairs of wheel of the cart. These arms are relatively expensive and occupy a large part of the space available on the car for the braking apparatus.

BRIEF SUMMARY OF THE INVENTION An object of the invention is to simplify the braking apparatus mounted on the cart. Another object of the invention is to reduce the cost and labor required to install the braking apparatus mounted on the cart. Another object of the invention is to eliminate conventional brake arms. Another object of the invention is to provide brake quenchers where they directly measure the wear of the shoe instead of the length of the stroke of the piston. Another object of the invention is to provide a piston and cylinder unit with a cylinder of smaller diameter than the cylinders of the prior art and which can be easily modified with minor changes to meet the different requirements of the braking force. Another object of the invention is to provide, optionally, a cylinder that is part of the braking mechanism and that can be used to replace the conventional air tank. According to the preferred embodiment of the invention, an air cylinder that is relatively small in diameter and of a length longer than a conventional cylinder and contains at least two pistons, is provided on one side of a crossbar of the bogie with its axes substantially parallel to the axes of the axle of the wheels of the cart. When pressurized air is supplied to the cylinder, half of the pistons move in one direction and the other half of the pistons move in the opposite direction. The piston or pistons moving in one direction are connected to a first piston rod and the piston or pistons moving in the opposite direction are connected to a second piston rod. The first piston rod is pivotally connected to the levers at one end of the cross member one of whose levers are connected to a first brake shoe head with a brake shoe for a wheel at this end of the cross member to move the brake shoe in engagement with a wheel and the other of which is connected in the form of a pivot to one end of a first hardener passing under the crossbar towards some brake shoe heads with a second brake shoe towards the other wheel at this end of the cross member to move this last brake shoe in engagement with the other wheel. The second piston rod is similarly connected to a third brake shoe head, with a brake shoe for a wheel at the other end of the cross-member and a second timer which passes in the same manner below the cross-member and it is connected to a brake shoe head with a fourth brake shoe which is engageable with the other wheel at this other end of the tie. The brake shoe heads for the second and fourth brake shoes are interconnected by a tube, similar to the air cylinder and which can be an air reservoir.

BRIEF DESCRIPTION OF THE DRAWINGS Other objects and advantages of the present invention will be apparent from the following detailed description of the presently preferred embodiments thereof, the description of which should be considered together with the accompanying drawings in which: Figure 1 is a plan view, with the conventional parts of the cart shown in dotted lines, of the preferred embodiment of the invention with the brakes in their released position; Figure 2 is similar to Figure 1 showing the parts in their positions when the brakes are applied; Figure 3 is a fragment of a plan view, amplified of the parts shown in Figures 1 and 2; Figure 4 is an extreme elevation view of the preferred embodiment of the present invention; Figure 5 is an extreme elevation view of the preferred embodiment of the present invention; Figures 6 and 7 are, respectively, plan and elevation views, amplified from an end portion of the parts shown in the previous figures; Figure 8 is a top plan view, amplified of a lever shown in Figures 1 and 2; Figures 9 and 10 are, respectively, bottom and side plan views, amplified of the lever base plate shown in Figures 1 and 2; Figure 11 is an enlarged side elevational view of the parts of the apparatus shown in the previous figures. For purposes of illustration, it will be assumed that the wagon car has the structure shown in US Pat. No. 3, 107, 754 which is shown in dotted lines in the drawing. However, it will be apparent that the wagon car may have other structures, and the braking apparatus of the invention is shown in solid lines except insofar as parts concealed by other parts are necessarily illustrated by dotted lines. Of the drawings, a rail car wagon 1 supporting the body (not shown) at one end, being a similar body cart that supports the body at its opposite end, consists of two side structures two supported at their ends with three wheel and axle units articulated in grease boxes 4 (Figure 5) coupled between guard plate jaw 5. The cross member and its connection to the side structures 2 is described in detail in the aforementioned patent No. 3, 107, 754 At a first end of the crossbar 6 and on a first side thereof, there is a first wheel 7, and at the second opposite end of the crossbar 6 and on the first side of this, there is a second wheel 8. In the second opposite side of the crossbar 6 there is a third wheel 9 on the first end of the crossbar 6 and there is a fourth wheel 10 on the second end and second side of this crossbar 6. The brake shoe heads 11, 12, 13, and 14 are, respectively, adjacent to the wheels 7, 8, 9 and 10 to brake the vehicle. Each of the brake shoe heads 11- 4 has a brake shoe, so that the shoes 12a and 14a (figure 5) engageable with the adjacent wheel. Each lateral structure 2, on its inner side, has guiding members 15 which provide grooves therebetween inclined upward towards the axes of the respective wheel and the units of the shaft 3 as described in the patent no. 3, 107, 754, the use of which will be described below. Intermediate to the first and second ends and on the first side of the crosspiece 6, there is a fluid-actuable cylinder and piston unit 16. The cylinder 17 contains at least 2 pistons, and preferably, for reasons set forth below , contain "at least 6 pistons 18, 19, 20, 21, 30, and 30. The pistons 18, 20 and 30a are rigidly interconnected by rods 22 and 31a and the" pistons 19, 21, and 30 are interconnected rigidly by rods 23 and 31 whereby the pistons 18, 20 and 30a move in unison and the pistons 19, 21 and 30 move in unison. For a better understanding of the cylinder and piston unit 16 reference will be made to figure 3 which illustrates one half of the unit 16, the other half of the unit 16 is similar in construction. Figure 3 shows the pistons 19 and 21 interconnected by means of the rigid rod 23. Between the piston 21 and the piston 19 there is a dividing partition partition 24, fixed relative to the cylinder 17, with an intake door 25 for the intake of the fluid, for example air, at a pressure above atmospheric and an exit port 26 for the exhaust or fluid outlet between the division 24 and the piston 19 towards the atmosphere. The second division 27, fixed relative to the cylinder 17, is adjacent to the piston 19 and has an intake door 28, similar to the intake door 25, and an exit door 29. The cylinder 17 also contains a guide piston 30. rigidly connected to the piston 19 by a rigid rod 31. The separations 24 and 29 are provided with conventional fluid shutters 32 and 33 and the pistons 19, 21 and 30 are provided with conventional fluid shutters 34. The first piston rod 35 the piston 21 is connected and is pivotally connected to the first lever means including a first lever or bell cam 36 that can rotate around a first bolt 37. In this way, when the fluid presses on the atmospheric pressure is supplied to the intake doors 25 and 28 and between the pistons 30 and 30a, the pistons 19, 21 and 30 and the piston rod 35 move upwards as seen in Figure 3, and for both, outwardly of the cylinder 17 and towards the first end of the cross-member 6 and towards the shoe head 11. As mentioned, the other half of the cylinder-piston unit is equal in construction to half of the one described in FIG. above and has fixed separations 24a and has fixed separations 24a and 27a, the pistons 18, 20 and 30a and the rods 22 and 31a (see Figure 1). It also has a second piston rod 35a which is pivotally connected to a second lever means including a lever or bell cam 38, which is pivoted about a bolt 39. Shaft axes of the wheel and axle units 3 extend in the transverse direction along a railroad car, and it should be noted that the length of the cross-member 6, the length of the cylinder 17 and the axes of the piston rods 35 and 35a extend substantially parallel to the axes of the axes. Due to the multiple pistons 18-21, 30 and 30a, the cylinder 17 can be relatively large and of a relatively small diameter compared to the piston and cylinder units of the prior art, and therefore, can be disposed substantially parallel to the axes of the axes of the wheel and axle units 3 while series difficult, and not impossible, to arrange the cylinder 17 so that its length or axis extends perpendicularly to these axes. The cylinder 17 can be of small diameter due to the presence of the multiple pistons. In this way, the braking door applied to the brake shoes depends on the frontal area of a piston or pistons or the pressure of the fluid applied to them. Accordingly, for a predetermined amount of braking force and the same fluid pressure the multiple pistons may have a diameter smaller than a single piston as in the prior art, and therefore, the cylinder 17 may have a smaller diameter than a cylinder with only one piston in it. Multiple pistons have other advantages as will be described below. A pair of collars 40 and 41 are fastened at the ends of the cylinder 17 and secured, in any conventional manner to the end extension members 42 and 43. Both end extension members 42 and 43 are the same and are similar to the members. of extension ends 53 and 54 which will be described below, and all can be manufactured from the same cast. However, members 42 and 43 differ slightly from members 53 and 54. The extension member illustrated in Figures 6 and 7 will be determined by reference number 42 and modifications thereof to form members 42 and 43 they will be described in conjunction with Figures 6 and 7. The extension member 42 has screw receiving holes for receiving screws (not shown) and which coincide with the screw holes 45 in the collars 41 and 42 through which they pass. the screws that attach the collars 41 and 42 to the cylinder. "For other fastening screws the collars 41 and 42 also have the holes 46 through which the fastening screws pass.The extension member 42 also has a guide tab 50 which is slidably received in the slot between the members. guide 15 on the previously described lateral structures 2, preferably, the lug 50 has a plastic cover, such as a cover 51 made of high density polyethylene, to reduce the friction between the lug 50 and the guide members 15. Brake shoe heads, such as the brake shoe head 12, can be secured to the extension member 42 by means of the screws (not shown) passing through the holes 52. Although a projection or ear 55 with a hole 56 is shown in the end extension member in figure 6, this ear 55 could be removed, as by machining, when emptying is used for the end extension members 4 2 and 43 but leave it when casting is used for the end extension members 53 and 54. However, when casting is used for the end extension members 53 and 54, the projection or ear 48 is not necessary and may remain or it can be eliminated. The first piston rod 35 rotates the first lever means 36 about the bolt 37 and the end of the first lever means 36 remote from the end connected to the rod 35 is pivotally connected to one end of a first hardener conventional 57 having an activator 58 pivotally engaged to the ear 48 of the end extension member 43 by means of a link 59. The second lever means 34 in the same manner interconnects the second piston rod 35a with an end of a second conventional hardener 60 having an activator 61 pivotally engaged by means of a link 62 towards the ear 48 of the end extension member 42. The opposite end of the first hardener 57 is pivotally connected to the ear 55 of the end extension member 53, and the opposite end of the second hardener 60 is pivotally connected to the ear 55 of the end extension member 54. When reviewing Figure 4 it will be noted that the 57 and 60, which are the only part of the braking apparatus of the invention, different from an optional air tube, which passes from one side of the crossbar 6 to the other side passes under the crossbar 6 and thus the openings in the crosspiece 6 for the passage of the parts of the apparatus of the invention are not required. However, it will be evident that if the cross member 6 has holes of a size and in places that allow the passage of the hardeners 57 and 60 in the positions shown, the hardeners 57 and 60 can pass through these holes. Upon examining Figures 1 and 2 it will be noted that the hardeners 57 and 60 are connected directly to the brake shoe heads 11-14 so as to directly measure the travel of the brake shoe head instead of the travel of the brake shoes. piston rods 35 and 35a. Although other types of interconnection means may be used, preferably, the interconnection means for the end extension members 53 and 54 comprise a tube 63, such as the cylinder 17, and the collars 64 and 65, such as the collars 40 and 41, not only because the quantity of the different parts can be reduced but also because the tube 63 can serve as an air reservoir, as described below, eliminating the need for a separate conventional air tank. In this way, the air-tight one 63 is held by means of the collars 63 and 65 securing the tube 63 to the end extension members 53 and 54 in the same way as the cylinder 17 is secured to the end extension members. 42 and 43. When the bowl 63 is an air reservoir, an air brake valve 66 is installed and secured in the tube 63 in any desired manner and is supplied with air from the brake line by means of the air duct 67. The air in the valve 66 is supplied by the air tube 69 from the valve 66 to a manifold 68 connected, for supplying air, to the intake doors 25, 28, etc. of the cylinder 17 and between the pistons 30 and 30a. Although the pneumatic tubing 69 is shown as being rectilinear, it is relatively small and can be of the necessary shape to pass over the sleeper 6 and between the valve 66 and the manifold 68 without a hole through the sleeper or can be passed through an existing hole in the cross-member 6. Figures 1 and 3 exemplify the positions of the parts of the braking apparatus of the invention in their unbraked positions, and Figure 2 illustrates the positions of these parts when the brakes are applied. From FIGS. 1 and 3, it will be noted that the piston rods 35 and 35a are retracted, in which position the brake shoes of the heads 11-14 do not apply braking pressure to the wheels 7-10. When pressurized air is supplied to the intake doors 25,28, etc. and between the pistons 30 and 30a by means of the valve 66, the pneumatic pipe 69 and the manifold 68, the pistons 19, 21 and 30 move the first rod of the piston 35 toward the head of the brake shoe 11, and the pistons 18, 20 and 30a move the second piston rod 35a towards the brake shoe head 12. The end of the lever means 36 connected to the end of the first hardener 57 pushes the hardener 57 towards the wheel 9 until the shoe of the Shoe head 13 engages the wheel 9 at which time, the opposing force of this shoe coupling of the head 13 with the wheel 9 causes the end extension member 43 to move towards the wheel 7 and the shoe of the shoe head 11 to engage the wheel 7. Another movement of the rod 35 out of the cylinder 17 increases the applied brake pressure to the wheels 7 and 9. At the same time that the piston rod 35 moves towards the shoe 11, the piston rod 35a moves towards the shoe head 12 and the force of the air pressure on the cylinder 17 when the rod 35 moves and tends to move cylinder 17 towards the shoe head 12 is by Less partial and normal, substantially opposed by the force of the air pressure on the cylinder 17 caused by the application of the air pressure to the pistons 18, 20 and 30a. Likewise, the movement of the rod 35a out of the cylinder 17 causes the shoes of the shoe heads 12 and 14 to embroider their respective wheels 8 and 10, in the same way as the rod of the piston 35 acts, so that the The tendency of the cylinder 17 to move in any direction is compensated by the component forces of the brake shoes. Accordingly, as the air pressure increases, the braking forces applied to each of the wheels by means of the brake shoes of the heads 11-14 becomes substantially equal. As the brake shoes wear, the lengths of the templers 57 and 60 change in a well-known manner as the change in length is initiated by the actuators 59 and 61. One of the advantages of the invention is that the arms are not needed. of the brake of the prior art in addition to a cylinder and piston unit. A cylinder-piston unit is normally necessary in any type of braking apparatus, and the c-piston unit 16 takes the place of one of the conventional brake arms. The tube 63, the collars 64 and 65 and the end extension members 53 and 54 take the place of other brake arms. In addition, conventional brake arms that transfer braking forces from the cylinder and piston unit and their associated levers to the brake shoe heads can be relatively strong and heavy since they are subjected to compression and bending forces. It will be noted that the apparatus of the invention, the upper braking forces are applied to the heads of the brake shoes 11-14 whereby the need for heavy and large components is eliminated. If the tube 63 is used as an air reservoir, as in the preferred embodiment, it is not necessary to have a separate conventional air reservoir, the tube 63 serves two functions namely, the interconnection of the end extension members 53 and 54. and as an air deposit. With the invention the use of multiple pistons acting in opposite directions it is possible to use a design for carts of different capacities, for example, 7o tons, 100 tons and 125 tons by changing the number of pistons and without changing the lever means interconnecting the rods of the pistons with the hardeners and, therefore, of the brake shoes, which drastically reduces manufacturing and service inventories. For example, the industry requires that the braking forces be between the range of 6% to 10% of the gross load. With a cylinder 17 with an outer diameter of 4-7 / 8 inches, compared to a conventional prior art cylinder of about 10-378 inches, and 6 pistons of an effective area of 15.12 square f. Each for the four pistons 18.20 closer to the piston rods 35 and 35a and 15.9 square inches for each of the two pistons 30 and 30a furthest from the piston rods 35 and 35a, 29, 714 pounds of braking force would be provided at a pressure of air of 50 psi that is 9.4% of the capacity of a wagon of 315,000 pounds (125 tons). If the braking apparatus of the invention is to be applied to a 100 ton (263,000 lb.) wagon, only 4 separations of pistons and cylinder would be required to provide a 19, 977 pounds of braking force that is 7.6% of the capacity of a 100-ton wagon. In other words, to meet the requirements for the 100-ton wagon, it would only be necessary to eliminate two pistons. The same 4-piston cylinder-piston unit can also be used for a 70-ton (220.00 lb.) braking force 19.977 lb. car, which is 9.1% of the 70-ton wagon's capacity. Of course, the aforementioned examples are only illustrative and show how the cylinder and piston unit 16 can be used in a 125 ton wagon and with only the removal of two pistons it can be used in a 70 ton wagon and a wagon of 100. tons without modification. The number of pistons that can be used depends on the required stroke of the piston and the distance between the lateral structures. The size of the cylinder 17 depends on the available space on one side of the crossbar 6. In all cases, there would be at least two pistons, but taking into account the limitations of stroke, distance and space mentioned above, the dimensions of the cylinder 17 and the pistons in this can be varied from the aforementioned examples. The positioning of the hardeners 57 and 60, in addition to providing a direct measurement of wear of the shoe and not requiring holes in the cross member 6, has the advantage that, compared to some prior art apparatuses, the highest force of a The component of the system is only in the components that actually produce the necessary retarding force of the car, that is, the heads of the brake shoe. Another advantage of the braking apparatus of the invention is that it is not necessary to secure any component of the apparatus to the cart 1. It will be noted that only the different components of the brake shoeheads 11-14, which are coupled to a part of the cart 1 are the guide lugs 50 which have sliding engagement with the guide members 15 and the shoe heads 11-14 are carried by the end extension members 42, 43, 53 and 54. It is usually necessary to allow the brakes to be cast by a mechanism operable by hand. As will be described below, the braking apparatus of the invention may include levers operable by a conventional handbrake mechanism to manually move the shoes of the shoeheads 11-14 in engagement with the wheels 7-10. The apparatus for setting the brakes by hand, which allows the brakes to be operated by the cylinder and piston unit 16, is illustrated in Figures 1,2,3 and 8-11 and includes a pair of levers 70 and 71 interconnected by a return spring 72 and two lever base plates 73 (see Fig. 9) and 73a, one at each end of the cylinder and piston unit 16. One of the lever base plates 73a is intermediate to the left lever 70 and the end extension member 43, and the other base plate levers 73 are intermediate to the right lever 71 and the end extension member 42 as illustrated in Figure 11. The lever 71, its connection to the right base plate 73 and the end extension member 49 and its operation will be described together with the right lever 71, but modifications of the right lever 71 necessary as a use for left lever will be described below. However, except for the modifications, the function of the lever 70 is the same as the function of the lever 71. The lever 71 has an end hole 74 for receiving one end of the return spring 72, has a projection 75 and a hole 76. to receive a pivot pin 39 or a screw 39a (Figure 11) about which the lever 71 is pivotally moved. Due to the fact that the levers 70 and 71 move in a pivoting manner in opposite directions when the brakes are applied by hand, the lever 70 will differ from the lever 71 in that the hole 76 will be omitted and replaced by the orifice 76a, displaced from hole 76, and projection 75 will be omitted and replaced by projections 75a. The end extension member 42 is intermediate to the lever base plate 73 and the lever 36, and with the pivotal movement of the lever 71, the projection 75 is engaged with the face 77 of the projection 78 on the base plate. lever 73 which, with another pivoting movement of lever 70 will pivot lever 38 which causes the shoes in the shoe heads 12 and 14 clutch to their respective wheels 8 and 10. The rotation of the lever 38 with the rotation of the lever base plate 73 is caused by the fact that a bolt 79a, with a head and a hole 79b for receiving a collar bolt, which pivotally connects the lever 38 to one end of the hardener 60 extends through a hole, or a bolt hole 80 of the plate 73. The hole 80 is surrounded by a projection 81 which, if necessary, can be welded to the lever 38, as in 82, so that 73 and 38 are secured against each other and help the lever 38 turn with the pl Here 73. Figures 9, 10 and 11 illustrate the base plate of the right lever 73. The base plate of the left lever 73a is similar to the base plate of the right lever 73 except that, in an obvious way it is modified to be left and operable by the left lever 70. When the lever 71, and therefore, the lever 70 are in their released positions from the handbrake, the levers 36 and 38, together with their base plates 73 and 73a, are allowed to rotate with the movement of the piston rods 35 and 35a and apply the brakes as described above. As shown in Figure 2, levers 70 'and 71 as shown in the solid lines, are in their released brake positions, and when the brakes are applied by hand, levers 70 and 71 are moved to the positions indicated by the lines of point and line 83 and 84. For the same the tensile forces on the levers 70 and 71, the levers 70 and 71 can be connected to a cable or chain 85 that passes around a rotating pulley 86. Of course , another force equalizing means can be used. The pulley 86 is rotatable on a shaft 87 which is connected to a manually operable hand brake mechanism (not shown) of a conventional type by means of a chain or cable 88 so that when the mechanism for applying the brakes is operated , the pulley 86, and therefore, the levers 70 and 71 move to the left, as seen in Figure 2, causing the brake shoes of the brake heads 11-14 to engage or clutch and apply the forces of braking to the respective wheels 7-10. It has been mentioned above that the levers 36 and 38 can rotate about the bolts 37 and 39. These bolts 37 and 39 are preferably replaced by screws, such as the screw 39a shown in Figure 11, which helps to maintain the parts between the screw head 39 and the nut 90 in suitable positions. Preferably, the screw 39a is a stop bolt of a known type having a stop at its threaded end engageable with the nut 90 and which limits the amount by which the nut 90 can be adjusted, which, if over tightened avoid that the parts of the head of the bolt 39a and the nut 90 can rotate easily. The relative rotation between the bolts 39a and the nut 90 is limited by a key pin 91. Although the preferred embodiments of the present invention have been described and exemplified, it will be apparent to those skilled in the art that various modifications can be made without departing of the principles of the invention.

Claims (19)

2. a braking apparatus for a vehicle, having a plurality of wheels and a plurality of brake shoes and for moving the brake shoes in engagement with the wheels, the braking apparatus comprises: a cylinder and piston unit comprising a cylinder which receives fluid and a plurality of pistons in the cylinder movable within the cylinder by means of fluid under pressure above the atmospheric pressure, supplied to the cylinder at an intermediate point of a pair of these pistons, the fluid causes a piston on one side the point moves in a first direction and a piston on the other side of the point moves in a second opposite direction; a first piston rod connected to the piston on one side of the point and a second piston rod connected to the piston on the other side of the point, the first interconnection means, including the first lever means for interconnecting the first piston rod with a first brake shoe and moving the first of the brake shoes in engagement with a first wheel; and a second interconnection means including a second lever means for interconnecting the second piston rod with a second brake shoe and moving the second brake shoe in engagement with a second wheel.
3. The braking apparatus, as set forth in claim 1, wherein the vehicle has a third and fourth wheels, a third brake shoe engageable with the third wheel and a fourth brake shoe engageable with the fourth wheel, the braking apparatus further comprises: a third interconnecting means including a first hardener for interconnecting the first lever means and the third brake shoe and for moving the third brake shoe in engagement with the third wheel; a fourth interconnection means including a second hardener for interconnecting the second lever means and the fourth brake shoe and for moving the fourth brake shoe in engagement with the fourth wheel; and a fifth interconnection means interconnecting the third brake shoe and the fourth brake shoe for fixing the third and fourth brake shoes as the third and fourth brake shoes move, respectively, towards the third wheel and the fourth wheel with movement of the first hardener and the second hardener.
4. The braking apparatus, as set forth in claim 2, wherein the fifth interconnect means comprises a fluid-tight cylinder for receiving fluid under pressure and further comprises the fluid transfer medium which interconnects the fluid-tight cylinder with the fluid point. of the cylinder and piston unit to supply fluid from the fluid tight cylinder to the cylinder and piston unit at this point.
5. The braking apparatus, as set forth in claim 1, wherein the "vehicle is a rail car with at least one bogie to support the vehicle, the bogie has a crossbar supported by the plurality of wheels and wherein the unit of cylinder and piston is installed for movement with respect to the crossbar The braking apparatus, as set forth in claim 4, wherein the first interconnecting means and the second interconnecting means are installed for movement with the cylinder unit and piston and with respect to the sleeper The braking apparatus, as set forth in claim 1, wherein the vehicle is a rail car with at least one cart to support the vehicle, the cart has a sleeper supported by 4 wheels a first of the wheels being on a first end and on a first side of the cross member, a second of the wheels on the second opposite end and on the first side of the cross member, a a third of the wheels is at the first end and on a second opposite side of the crossbar and a fourth wheel at a second end and on the second side of the crossbar, and wherein the cylinder and piston unit is disposed in the second side of the intermediate crossbar to the first end and second end of the crossbar, the first rod of the piston being movable from the cylinder to the first end of the crossbar and the second rod of the piston movable from the cylinder to the second end of the crossbar.
6. The braking apparatus, as set forth in claim 6, wherein the first lever means is at the first end and on the first side of the cross member, and the second lever means is at the second end and at the second end. first side of the cross member and further comprising: a third brake shoe at the first end and the second side of the cross member and movable in engagement with the third wheel, a fourth brake shoe at the second end and the second side of the cross member and mobile in coupling with the fourth wheel; a third interconnection means including a first hardener for interconnecting the first lever means and the third brake shoe for movement of the third brake shoe in engagement with the third wheel; a fourth interconnection means including a second hardener for interconnecting the second lever means and the fourth brake shoe for movement of the fourth brake shoe in engagement with the fourth wheel; and a fifth interconnection means on the second side of the cross member interconnecting the third brake shoe and the fourth brake shoe for fixing the third brake shoe and the fourth brake shoe according to the third brake shoe and the fourth brake shoe. brake move, respectively, towards the third wheel and the fourth wheel with the movement of the first hardener and the second hardener.
7. The braking apparatus, as set forth in claim 7, wherein the fifth interconnecting means comprises a fluid-tight cylinder for receiving fluid under pressure and further comprises the fluid transfer medium which interconnects the fluid-tight cylinder with the fluid point. of the cylinder and piston unit to supply fluid from the fluid tight cylinder to the cylinder and piston unit at this point.
8. The braking apparatus, as set forth in claim 7, wherein the piston and cylinder unit is installed for movement with respect to the cross member.
9. The braking apparatus, as set forth in claim 9, wherein each of the first, second, third, fourth and fifth interconnection means are movable with respect to the tie.
10. A braking apparatus for a rail vehicle having a cart with a crossbar supported by four wheels, the braking apparatus comprises: a cylinder-piston unit comprising a cylinder that receives fluid and at least two pairs of pistons in the cylinder Movable inside the cylinder by pressurized fluid above the atmospheric pressure supplied to the cylinder at a point in the intermediate cylinder to each pair of pistons and at intermediate points of the pistons, the fluid causes one of the two pairs of pistons on one side the point moves in a third direction and the other of the two pairs of pistons on another side of the point moves in a second opposite direction;
11. a first piston rod connected to one of the two pairs of pistons on one side of the point and a second piston rod connected to the other of the two pairs of pistons on the other side of the point; four brake shoe heads, each with an adjacent brake shoe and engageable, respectively, with one of the four wheels; a first end extension member connected to one end of the cylinder and connected to a first of the brake shoe heads; a second end extension member connected to the opposite end of the cylinder and connected to a second one of the brake shoe heads; a first lever pivotally connected to the first piston rod and pivotable on a pivot shaft in the second end extension member; a second lever pivotally connected to the second piston rod and pivotable on a pivot shaft in the second end extension member; a first interconnecting means interconnecting the first lever at a point positioned from the pivot shaft in the first end extension member with a third of the brake shoe heads; a second interconnection means interconnecting the second lever at a point positioned from the pivot axis in the second end extension member with a fourth of the brake shoe heads; and a third interconnection means that interconnects and fixes a third of the brake shoe heads and a fourth of the brake shoe heads by means of which the supply of pressurized fluid on the atmospheric pressure at this point and the points in the cylinder moves each piston rod out of the cylinder in opposite directions and moves each brake shoe head and brake shoe towards the wheel adjacent to it and applies braking force to the adjacent wheel.
12. The braking apparatus, as set forth in claim 11, wherein each first interconnect means and second interconnecting means comprises a brake quench.
13. The braking apparatus, as set forth in claim 12, wherein the brake timer of the first interconnect means is connected at one end to the first lever and at the opposite end thereof to a third of the brake shoe heads and the brake timer of the second interconnection means is connected at one end to the second lever and at the opposite end thereof to a fourth of the brake shoe heads.
14. The braking apparatus, as set forth in claim 11, wherein the third interconnecting means comprises a tube, a third end extension member connected to one end of the tube and a third of the brake shoe heads and a fourth end extension member connected to another end of the tube and a fourth of the brake shoe heads.
15. The braking apparatus, as set forth in claim 14, wherein the tube can receive and contain a fluid under pressure above atmospheric pressure and further comprises a fluid valve and the fluid transfer medium that interconnects the tube and the point and the points on the cylinder to supply pressurized fluid from the tube to the cylinder.
16. The braking apparatus, as set forth in claim 11, further comprises a third pivoting lever and a fourth rotary lever each pivotable manually, and a first lever base plate means connected to the first lever for rotating the first lever and the second means of the lever base plate connected to the second lever for rotating the second lever, the third lever and the first lever base plate means have intercompany projections that allow the first lever to rotate without rotating the third lever but which causes the first base plate means to rotate when the third lever and the fourth lever and the second half of the lever base plate are rotated having interengagable projections which allows the second lever to rotate without rotating the fourth lever but which causes the second half of the lever base plate to rotate when the fourth lever is rotated.
17. 17. The braking device, as set forth in claim 16, further comprises the traction means connected to the third lever and the fourth lever for connecting the third lever and the fourth lever to the handbrake mechanism.
18. 18. The braking apparatus, as set forth in claim 17, wherein the traction means comprises a force equalizing means for equalizing the tensile forces applied to the third lever and the fourth lever.
19. 19. The braking apparatus, as set forth in claim 1, further comprises a third pivoting lever and a fourth rotating lever each pivotable manually, and a first lever base plate means connected to the first lever means and the base plate of the second lever means connected to the second lever means for rotating the second lever means, the third lever and the first lever base plate means have inter-engageable projections that allow the first lever means to rotate without rotating the third lever but which causes the first lever base plate means to rotate when the third lever and the fourth lever and the second half of the lever base plate are rotated having interengagable projections which allows the second lever means to rotate without turning the fourth lever but which causes the second half of the lever base plate to rotate when the fourth lever is rotated. The braking apparatus, as set forth in claim 19, further comprises the pulling means connected to both the third lever and the fourth lever for connecting the third lever and the fourth lever to a handbrake mechanism. The braking apparatus, as set forth in claim 20, wherein the traction means comprises the force equalizing means for equalizing the tensile forces applied to the third lever and the fourth lever.