US1177213A - Slack-adjuster. - Google Patents

Description

W. H. SAUVAGE.

SLACK ADIUSTER.

APPLICATION FILED OCT.22| 1914.

Patented Mar. 28,1916.

Q mm1.

W/TNESSES:

mura srrs arnnr orrion WILLIAM H. SAUVAGrli( OF NEW YORQN. Y., ASSIGNOR, BY MESNE ASSIGNMENTS, T0 GOULD COUPLER COMPANY, A CORPORATION `OF NEVI YORK.

SLACK-AIDJUSTER.

Application filed October 22, `1914:.

To all whom t may concern Be it known that LVILLIAM H. SAUV- AGE, a citizen of the United States, residing at New York, in the `county of New York and State of New York, have invented certain new and useful Improvements in Slackdjusters, of which the following is a specification.

This invention relates to slack adjuster-s for the brake-rigging of vehicles, and in its more intense aspects to automatic slack `ad'usters more )articularl desiOned to throughout all the views,

maintain a standard efiiciency in the brakerigging of railway cars. l

One of the objects of the present invention is to provide an automatic slack adjuster of the above character which will be reliable and efficient in use and operation at all times and under all conditions. t

A further object is to provide a simple and practical slack `adjuster which' will be durable in construction and inexpensive Vto manufacture.

A further object is to provide a slack adjuster' having relatively few l parts which may be easily renewed and replaced as necessary. l

Other objects will be in Vpart obvious from the annexed drawings and in part-indicated in `connection therewith by the following analysis of this invention.

This invention accordingly consists in the features of construction, combination of parts and in the unique relations of the members and in therelative proportioning and disposition thereof, all as more completely outlined herein. A

To ,enable others skilled in theart so fully to comprehend the underlying features thereof that they may embody the same by the numerous modications'in structure and relation contemplated by this invention, drawings depicting a preferred forinlhare been annexed as a part of this disclosure, and `in such drawings like characters of reference denote corresponding parts in which- Figure 1 is a partially diagrammatic sectional elevation of such parts of the completedeviceas is necessary to `understand its application to truck brake-rigging, and while the invention will be hereinafter despeeification of Letters Patent.

Patented Mar. 28, 1916. Serial No. 867,971.

scribed with relation to such application, it is, of course, to be understood that the features hereinafter disclosed are applicable .to any brake-rigging employing live and dead levers. Fig. 2 is a sectional detail view of one of the parts taken at right angles to Fig. 1. Fig. 3 shows a slight modification.

Referring now to the drawings in detail, and more particularly to Fig. 1, 5 denotes the wheels of a four-wheel truck of standard make supporting the usual framing and transverse bolster G. Brake-beams 7 extend transversely of the truck, and are provided with brake-shoes adapted to co-act with the periphery of the wheels when moved into contact therewith under action of live and dead levers S and 9, respectively. The lower ends of these levers are connected by a coinpression member 10 and a coiled return spring 11 more closely adjacent the brake beams. A pull-rod 12 is pivotally connected with the upper end of the live lever 8 at point 14 and corresponding end 15 of the dead lever is connected with a holdingrod 16, the opposite end of which is supported by a take up device. hereinafter described in detail, supported from the under side of the car body. lt will be noted that a flexible connection, comprising a plurality of links 17, is interposed between the holding rod 1G and the upper end of the dead lever 9.

The brakes are operated in a well known manner by movement of the pull rod 12 toward the left which carries the live lever and brake-shoe in the same direction. The lower end of the live lever operates through the compression member 10 to move the dead lever in the opposite direction about the point 15'which takes up the re-active strain while the brakes are being applied. As the brake-shoes wear, however, the length of travel of the pull-rod gradually increases from its normal position of rest adjacent the bolster 6, as shown in Fig. 1, which will result in a corresponding increase of piston travel, and a corresponding decreasein efficiency Ain the brake-riggingpas a whole. ln order to maintain a standard and predetermined piston travel at all times. a slack adjuster, such as herein shown, is applied and so positioned and arranged as to operate on the slightest increase ot predetermined travel. This mechanism comprises an adjusting-rod 20 having a slotted end 21 surrounding and directly connected with the connection 1/1 at the upper end of the live lever 8. As the live lever exceeds its predetermined travel the pivot 1a will co-act with the left hand side of the slotted end 21, which may have an adjustable stop if desired, and bodily move this rod 2O toward the lett, an amount exactly equal to the false travel due to wear of the shoes. The opposite end of the rod 20 has a flexible connection 22 with the end wall 23 otl the take-up housing. This end wall is provided with a central opening loosely surrounding the holding-rod 1G, but adapted to bite thereinto when moved into a canted or inclined position. This end wall 23 is connected at its upper end 24 with a spring 25, the opposite end ot which is attached to the right end of a pocket 26. The lower part of the end wall 23 is similarly connected at 27 with a spring 2S which is likewise connected at the point 30 at the deep end ot a similar lower pocket 31. These springs 25 and 2S are ot different size and strength and, as herein shown, the former is approximately 25 to 50% stronger than the other, thereby to move the end wall 23 into inclined or canted position under certain conditions. These springs with the end wall form an automatically operating dii'lerential clutch. The adjusting-rod 20, however, is attached to this end wall at such a distance above the holding-rod 1G as to nearly equalize the pull exerted upon the top and bottom of the end wall by the unequal springs 25 and 28, and to hold the same in a position nearly normal to the take-up or holding-rod 16 as the same is moved toward the lett with the movement of the adjusting-rod beyond a predetermined distance and prevent the same from biting into the rod.

1n order'to prevent a movement of the holding-rod 16l toward the lett when the brakes are applied, a friction-clutch device, comprising a dog clutch 33, surrounds the holding-rod 16 and is properly housed against snow and dirt within the take-up box as shown. A spring 34 normally acts to hold this clutch in canted position in such a manner that the lower edge bites into the rod as shown. The upper end ot the clutch is connected with a release-rod 35 which when pulled toward the right will move the clutch into vertical position against a stop 36 to permit a tree movement of the rod therethrough. This movement is desired when replacing the worn brake-shoes, for example, when the holding-rod is moved bodily toward the lett to approximately its normal position.

1n Fig. 3 there is shown a modified form ot lost motion connection, in which the end of the adjusting rod 20 surrounds the pull rod 12. A predetermined lost motion similar to slot 21 is provided for by adjustable clamp stops on the rod 12 at each side of the surrounding end of rod 20 as clearly shown.

The operation and manner of using this device is substantially as follows: 0n application oiE brakes the pull-rod 12 moves the live lever toward the lett, and reacts to move the brake-shoes into contact with the peripheries ot the adjacent wheels, the upper end of the dead lever 9 being held against movement toward the left by means of the dog-clutch 33. lhen, however, the live lever travels beyond a predetermined amount the pivoted pin 14 at the upper end of the live lever will coact with the end ot the slot 21, and move the adjusting rod bodily toward the left. This will cause a corresponding movement of the end wall 23 of the housing an amount equal to the wear otl the shoes, and by reason of thepoint ot application and the diiierence in strength ot' the springs 25 and 2S, this end wall will be maintained in a position nearly normal to the axis of the rod 16 during its travel. As soon, however, as thebrakes are released the equalizing force exerted by the rod 20 will be eliminated and the difference in strength ot' the springs will cause the end wall 28 to be canted farther to one side thereby to bite into the holding rod 16 at once and move the same bodily toward the right as the springs return to normal positien. As soon as the end wall has returned to normal position it will automatically straighten out against the end ot the housing and release its biting action upon the holding rod 16. The spring 34 will force the dog clutch 83 back to the position shown, thereby to securely hold the holding-rod against movement toward the lett when the brakes are next applied. This operation is repeated from time to time until it is necessary to replace the worn brake shoes. To do this the release-rod 35 is moved to straighten out the clutch 33 against the stop 36, and the holding-rod is then moved toward the left restoring the point 15 et the brake-rigging to the position shown. .1t is to be noted that in the operation ot' this device the take-up is gradual and always exactly equal to the amount of brake-shoe wear of false travel of live lever. The 'flexible connection between the brake-rigging and the dog-clutch will permit an operation independent of the complete return of the brake-levers and also prevent any take-up that might occur due to rough handling of the cars or quick application of the brakes.

The parts are few in number and compactly housed thereby to prevent snow or parts and permit dirt from accumulating about theoperative a proper manipulation `thereof at all times.

The invention is simple and practical in construction, and is believed to accomplish, among others, all the objects and advantages above set forth.

lVithout further analysis, the foregoing will so fully reveal thegist of this invention that others can by applying current knowledge readily adapt it for various applications Without omitting certain features that, from the standpoint of the prior art, fairly constitute essential characteristics of the generic or specific aspects of this invention, and therefore such adaptations should and are intended to be comprehended within the meaning and range of equivalency of the following claims.

I claim l. Ina device of the character described, in combination, live and dead levers, a source oi power connected with one of said levers,

a holding-rod connected with the other lever, an adjusting rod supported from the brakerigging adapted to be actuated as the live lever travels beyond a predetermined distance, and a. diiierential clutch device comprising a plurality of springs having an effective action in the same direction adapted to be moved by the excess motion of the live lever to move the holding-rod a corresponding distance in the opposite direction on the release of the levers.

2. In a device of the character described, in combination, a live lever, a dead lever, a holding device for the dead lever comprising a holding-rod, a flexible connection between the holding-rod and the dead lever, and an automatic dierentially acting clutch for relatively moving the holding ldevice saidV clutch comprising tivo springs acting at opposite sides of said holding rod.

3. In a device of the character described, in combination, a live lever, a dead lever, an adjusting-rod provided with a lost motion device connected directly With a live lever, a holding-rod having a flexible connection with the dead lever, and an independently operating dierential clutch-device associated With said rods, said device comprising springs of different strength having an effective action in the same direction.

4. In a device of the character described, in combination, a live lever, a dead lever, an adjusting-rod provided with a direct lost motion device connected with a live lever, a holding-rod having a flexible connection With the dead lever, and an independently operating diilerential clutch-device associated with said rods, said clutch-device comprising tivo springs acting in the same direction and at opposite sides of said'adjusting rod being positioned and arranged to operate successively an amount exactly equal to the material permanent Wear of the shoes and associated parts after each application.

Ina device of the character described, in combination, a live lever, a dead lever, a holding-rod loosely connected with the dead lever, a clutch-device for holding said rod against movement on application of the brakes, an adjusting-rod connected With one ofsaid levers adapted to be moved on excess travel, and a housing for said clutch-device, one Wall of which constitutes a second clutchdevice.

6. In a device of the character described, in combination, a live lever, a dead lever, a holding-rod loosely connected with the dead lever, a clutch-device for holding said rod against movement on application of the bra-kes, an adjusting-rod connected with one of said levers adapted to be moved on excess travel, a housing for said clutch-device, one Wall of which constitutes a second clutchdevice, and a plurality of springs of different strength connected With said second clutchdevice adapted to move the same to canted position and actuate the first mentioned clutch device if material Wear of the parts occurs.

7. In a device of the character described, in combination, a live lever, a dead lever, a holding-rod connected with the dead lever, a clutch-device for holding said rod against movement on application of the brakes, an adjusting-rod connected with one of said levers adapted to be moved on excess travel, and a housing for said clutch-device, one Wall of which constitutes a second clutch-device, said second clutch-device being adapted to coact with said holding-rod to move the same on release of the brakes and to automatically release the same when the parts are restored to normal position.

S. In a device of the character described, in combination, brake levers and a take up and holding device associated therewith .comprising a holding rod, a take up clutch dog co-acting With said rod and springs having an eiiective action directly on the dog in the same direction adapted to operate said take up clutch dog when excess travel of the brake occurs.

9. In a device of the character described, in combination, brake levers, an adjusting rod connected With Vone of said levers adapted to be actuated on excess travel, a take up and holding device adapted to be actuated by said adjusting rod, and a holding rod, said takeup and holding device comprising a clutch member adapted to bite into the holding rod, and actuating springs therefor having opposite and substantially balanced connections With said adjusting rod through said clutch member.

l0. In a device of the character described,

brake levers and a take up and holding device associated therewith comprising a spring actuated holding dog and a take up dog and a plurality of springs of different strength for actuating said taleup dog.

l1. In a device of the character described` brake levers and a take up device associated therewith comprising a spring actuated holdingl dog and a take up dog, a plurality 10 of springs of different strength for actuating one of said dogs, housings for said last mentioned springs and means Witholut said housing for releasing said holding c orf.

n testimony whereof I ailiX my signature in presence of two witnesses.

WLLIAM H. SAUVAGE. Vitnesses:

C. M. NICHOLSON, P. A. BLAIR.

Copies of this patent may be obtained forve cents each, by addressing the Commissioner of Patents,

Washington, D. C.

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