US1075814A - Brake. - Google Patents

Description

P. BUDA.

BRAKE.

APPLICATION FILED HOV.16, 1912. 1,@'75,814, Patented Oct. 14, 1913.

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P. BUDA.

BRAKE.

APPLICATION FILED NOV. 16, 1912.

1,075,814, Patented Oct.14, 1913.

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PASQUALE BUDA, OF NEW YORK, N. Y.

BRAKE.

Application filed November 16, 1912.

T 0 all whom 2'25 may concern Be it known that I, PASQUALE BUDA, a subject of the King of Italy, residing in the borough of Manhattan of the city of New York, county of New York, in the State of New York, have invented certain new and useful Improvements in Brakes, of which the following is a specification, reference being had to the accompanying drawings, forming a part hereof.

This invention relates to improvements in brakes for railway trains, street cars, automobiles and similar conveyances.

It has for its object to provide a brake which may be readily attached or removed and which may or may not be used in connection with brakes of the usual type.

A further object is to provide a brake which shall be certain in its operation and one which shall relieve the wheels of the conveyance from the undue stresses which are thereon imposed by the brakes hitherto employed.

A further object is to eliminate the danger of skidding or derailment, depending upon the type of conveyance to which the brake is applied, upon a sudden or emergency application.

Another object is to provide in combination with the general type of brake above referred to, clutch means operable simultaneously with the brake to disengage the driving wheels from the prime mover.

For purposes of this description a brake constructed in accordance with the present invention is herein illustrated as embodied in a street car and as being operated by power, although as the description proceeds, it will be evident that the brake, by suitable changes such as will appear to the skilled mechanic, may be applied to any type of conveyance employing wheels as the supporting means therefor, and that it may be brought into operation either manually or by power.

In accordance with the invention an areaate shoe having its inner face concentric with the tread of the wheel and its outer face eccentric therewith so as to form a wedge-like member, is mounted in juxtaposition to the wheel and is provided with means for moving the same to a position between the wheel and the rail so that the weight of the conveyance is borne thereby. Operatively connected with the means for throwing the brake into active position is Specification of Letters Patent.

Patented Get. 14,1913.

Serial No. 731,716.

a clutch means which prior to the application of the brake, disengages the driving wheels from the prime mover.

The invention will be more particularly described with reference to the accompanying drawings in which Figure l is a plan view showing the application of the present invention to the wheels of a street car, the car body being broken away for the sake of clearness. Fig. 2 is a view in side elevation of the same, a fragment of the car floor being shown and the brake being shown in full lines in operative position. Fig. 3 is a View taken on the plane indicated by the line 33 of Fig. 1 and showing a controller for initiating movement of the brake and clutch means. Fig. 4c is a view taken on the plane indicated by the line 4& of Fig. 1.

The wheels a a herein illustrated are of the usual type and are shown, for the purposes of this description, as driving wheels although it will be understood that the brake may be applied to any of the wheels on the car. These wheels bear on the axle 7) as usual which may carry the usual truck bolster and body supporting means for the car, all of which structure is herein omitted. On the extremities of the axle b, or on any other portion thereof as the circumstances warrant, are mounted substantially radial arms 0 preferably of a length greater than the radius of the wheel. These arms have cast integral therewith or attached thereto in any suitable manner, depending arcuate brake members 0 which may be of any suitable length with respect to the circumference of the wheel but which are herein illustrated as being approximately one third of this circumferential length. In cross section the inner faces of these members 0, which, for the sake of convenience, will hereinafter be termed the brakes, are of a form corresponding to the form of the treads of the wheels, as appears particularly in Fig. 1. The outer faces of these brakes 0 are of a form substantially similar to that of the rails on which the wheels travel, being, in the embodiment shown, provided with flanges c which engage snugly the inner faces of the rails, to prevent derailment of the car as will appear hereinafter. From Fig. 2 it appears that the clearance between the tread of the wheels a and the inner faces of the brakes c is very slight, the brakes being, in effect, second and concentric wheels. That this is so will be apparent from the description of the operation of the device. In the interests of rigidity and general strength two or more transverse tie rods (Z and 6 connect the corresponding pairs of brakes and brake arms 0. One of these rods, as 6, serves an additional purpose as it is embraced by suitable depending U-shaped brackets f securely connected to the underside of the frame of the car. WVhen the brakes are in their normal position, that is, inactive, there is no cooperation between the brackets f and the rod 0, but when the brakes are lowered to their operative position as shown in Fig. 4-, it will appear that loops of the brackets engage the rod 6 and prevent further movement of the brakes c. It is desirable to form the base of the loops of the brackets f substantially concentric with the arc through which the rod 6 moves so that the latter will bearthereon at all times. It will be understood that the greatest braking strain will rest on the brackets f, so that other forms of retaining means for the brakes may prove to be more desirable and the invention is not to be limited to any such structural details.

Mounted on the rods cl and 6 between the brakes 0 is a rack c engaged by a worm 9 carried on a spindle g mounted in a bearing g and operatively connected to suitable means for rotating the same. This means is herein illustrated as an auxiliary electric motor h the operation of which may be controlled by the motorman or other person through a controller z located at any convenient part of the car. The motor it may carry on its armature a gear h which meshes with a gear 9 carried by the spindle g. The ratio of these gears and the speed of the motor, and all other such elements which may enter into the control of the brakes 0' may be varied to suit the conditions of use.

It will now be understood that when the controller i is moved to start the motor h, the latter will rotate the spindle g by means of the gears h and 9 so that the worm g, meshing with the rack 0 on the rods (Z and A will move the brakes downwardly until the rod 6 is supported by the brackets This tendency for the brakes c to continue their movement under the car wheel, caused by the momentum of the car, is further counteracted by the engagement of the worm g and rack 0 the spindle 5/ being mounted securely on the car body in the end thrust bearing g. The extent of movement of the rod 6 may be varied, of course, to suit the conditions of use, it being necessary that the brakes 0' should move under the wheels a so that the latter are out of engagement with the rails. When in this position, it will be seen that the weight of the car is borne by the brakes 0' through their arms 0 and that 'ingly threaded shafts n.

the brakes simply skid along the rails constituting, in eifect, non-rotatable wheels. The effect of such a braking action as this will be readily appreciated and it is thought that by the employment of brakes made in accordance with this invention, cars may be brought to a stop more quickly than heretofore and that too without the successive series of intermittent impulses usually experienced by passengers when brakes of the usual type are applied. It is also true that v the wheels of the car are relieved from the injurious efiects of a direct application of the brakes to their treads so that wear and abrasions are eliminated. It will also be seen that by the improved type of brake ,herein described, there are no transverse stralns imposed and that there is accordingly no tendency for the car to be derailed. The pairs of brakes act in absolute unison and the effect of applying the brakes is simply to substitute immovable skids for the revolving wheels. As pointed out above, owever, the brakes are provided with suitable flanges which may be changed to suit the type of rail on which the wheels run, so as to coact with the rails to prevent derailment.

In practice, it will be evident that injurious effects to certain parts of the operating mechanism of the car may result, if the car is supported solely by these skids and if the driving power be permitted to continue during and after the application of the brakes. In order to obviate such troubles clutch means are employed in connection with the braking means, hereinbefore described, to disengage thedriving wheels from the prime 1 mover. ;clutch comprises two collars is movable freely in an axial direction on the axle b. %On the outer faces of the collars are disposed an annular series of teeth which engage, during the normal movement of the car, a corresponding annular series of teeth a formed on the inner faces of the In the preferred embodiment this wheels at. One or both of said collars 70 may have a series of gear teeth 71: formed on a portion of the periphery and the gear thereby formed may enmesh with driving gears Z, operatively connected to the prime mover. It has been deemed unnecessary to illustrate and describe in full any form of prime mover or the connections thereto, since the same are understood by those skilled in the art. In Fig. 1 a fragment of such a driving gear Z has been illustrated.

The slidable collars 7c are engaged by yokes m removably secured thereto by suit able bolts m The yokes m engage flange portions of the collars 72 so that relative axial movement with respect to the latter, is prevented. The yokes m carry blocks m threaded interiorly to receive correspond- Tt appears most clearly in Fig. 1 that the shafts a extend parallel to the axle Z) and that the ends of said rods enter the blocks m through interiorly threaded recesses formed on the inner face thereof. Each rod 1? has at one end a right handed thread and at the other end a left handed thread, the effect of which is to move the opposite blocks m in opposite directions when the rods are rotated. The purpose of this will appear later. Each rod or shaft a is also provided substantially mid-way between its ends, with a gear a in engagement with an idle gear 0 disposed loosely on the axle Z) but immovable axially thereon. In mesh with the gear 0 is a pinion 22 mounted on a stub shaft p .carrying a second pinion p operatively connected to the motor it through a gear 9, spindle q and inter-meshing bevel gears Q2 and 9 the latter being secured on the spindle g, which is as pointed out before, in operative engagement with the brakes c. The stub shaft 1,1) may be suspended from the car body by means of suitable brackets 29 carrying suitable bearings adjacent their lower ends for the shaft. By the construction hereinbefore described, it will. be understood that movement of the motor h will impart a rotary movement to the bevel gear 9 which will, through the bevel. gear Q2, spindle q and the gear Q impart a rotary movement to the shaft 2) and pinion 3). Since the pinion 7') is in mesh with the idle gear 0 and since the latter is in engagement with the gears m, carried by the two shafts a respectively it will appear that operation of the motor it will rotate said shafts. By reason of the engagement of the latter through right and left handed threads with the blocks m of the yokes m, movement of the yoke longitudinally along the axle will be also occasioned by operation of the motor h. As before pointed out, however, the yoke m is so secured to the collars 7:; that any axial movement of the same will imparta corresponding axial movement to the collars.

During normal movement of the car, the teeth 7a are in engag ment with the teeth a so that rotation of the collars by means of the driving gears Z will serve to rotate the driving wheels a and so propel the car. At this time the brakes 0 are in a raised posit-ion so as to clear the rails as indicated by dotted lines in Fig. 2. To apply the brakes the controller 2' is moved to the proper position so that the motor h is started. The rotation of the armature of this motor imparts simultaneously a downward movement to the brakes a through the worm g and also an axial movement to the collars 7a through rods 11. and the spindle as particularly described above. The brakes 0 are so disposed with respect to the rails, or the operating gearing thereof is in such a ratio with respect to the ratio of the operating gearing of the collars 70, that the latter are moved to an extent sufiicient to disengage the teeth is from the teeth a just prior to the operation of the brakes, that is, before the introduction of the wedgelike end under the wheels. In other words the eflect of initiating movement to the devices is to first disengage the prime mover from the driving wheels, and then to apply the brakes.

Upon the application of the brakes the driving wheels will continue to revolve under their own moment-um but the positive driving power is eliminated. Any suitable means for shutting off the prime mover itself, may be employed.

From the above description it will be seen that brakes constructed in accordance with this invention may be applied to one or more pairs. of wheels on each car or that single brakes may be applied to one or more wheels as is desirable. In the latter case, however, it is preferable that for each brake shoe applied to a wheel on one side of the car body, there should be a corresponding brake shoe applied to a wheel on the opposite side of the car body so as to prevent any side thrusts or any tendency to impose lateral strains on either the rails or parts of the car and the brake. Where a number of cars constituting a train are used and the improved brakes are applied to one or more wheels of each car, it will be obvious that the controller 2' may be mounted on any one of said cars and that the motorshmay be so connected to said controller that movement of the latter will serve to initiate movement to each of the brake and clutch devices in a manner similar to that before described for a single car. When the brakes are used with a conveyance which employs power other than electric, it may be desirable to substitute for the motor h a power medium of a different character, such as steam, oil, compressed air, etc. With some conveyances it may be desirable to have the brake and clutch means operated manually. Common means well known to the ordinary mechanic may be substituted in such cases to effect the operation of the clutch device and the brakes. In like manner, it will be obvious that the brake arms 0 may, in some constructions, be mounted on the inside of the wheels instead of on the outside. This change will also be merely a mechanical one and such as will suggest itself according to varying conditions of use. The cross-sectional form of the brakes both with respect to their inner and outer faces may likewise be changed to suit the type of wheel and rail, or if rails are not employed, the exterior faces may be such as are best suited to braking purposes.

What I claim is:

1. A brake for cars, etc., comprising a wedge-shaped skid, means to move the same to operative position under the wheel of the car, a depending U-shaped bracket mounted on the car, and a rod carried by the skid and disposed Within the loop of the bracket and coacting therewith to limit the travel of the skid under the car wheel.

2. A brake for railway cars, etc., comprising a wedge-shaped skid having arcuate faces, its inner face being concentric with the tread of the wheel of the car, sup porting means therefor mounted on the axle of the car, a rack operatively connected to the skid, a worm engaging said rack, a motor operatively connected to said worm and means to control the operation of the motor.

3. A brake system for cars, etc., including driving means, a driving wheel, a clutch interposed between the driving means and the driving wheel, means to actuate said clutch, a brake composed of a wedge-shaped skid, and means operatively connected to said clutch to move said brake to operative posi tion under the wheel simultaneously with the movement of the clutch.

A brake system for cars, etc., including driving means, a driving wheel, a

clutch interposed between the driving means and the driving wheel, means to operate said clutch, a brake comprising a wedgeshaped skid having its inner face conoentrio with the tread of the driving wheel, means to move said brake to operative position under the driving wheel, and power operated means operatively connected to said clutch and to said brake actuating means whereby simultaneous operation of the last named means and the clutch is effected.

5. A brake system for cars, etc., including driving means, a driving wheel, a clutch in terposed between said driving means and said driving wheel, said clutch consisting of a collar mounted loosely on the aXle of the car and in operative engagement with the driving means, the collar being also connectible operatively with the driving wheel, means to move the collar into engagement with the driving wheel, said means including revoluble shafts having threaded engagement with the collar, a mo tor operatively connected with the shafts to revolve the same, a brake consisting of a wedge-like skid, means to mount the brake in operative relation to the driving wheel, and means operatively connecting the skid to said motor whereby the former is moved to operative position under the wheel simultaneously with the operation of the clutch.

This specification signed and witnessed this 15th day of November A. 1)., 1912.

PASQUALE BUDA.

Signed in the presence of E. M. TAYLOR, TVVORTHINGTON CAMPBELL.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. C.

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