US1438866A

US1438866A - Electric railway brake

Info

Publication number: US1438866A
Authority: US
Publication date: 1922-12-12
Anticipated expiration: 1939-12-12

Description

w. H.8AUVAGE.

ELECTRIC RAILWAY BRAKE,

APPLICATION FILED was 8, 1920.

' 1,438,866. Patented Dec.12,1922.

3 SHEETS-SHEET lml|llhll|lhllllhlli||+ W. H. SAUVAGE.

ELECTRIC RAILWAY BRAKE. APPLICATION FILED JUNE 8 1920.

,566; Patented Dec. 12, 1922, v 3 $HEETSSHEET 2.

7 1 q "m mm? V l %/liIiiiIlI/% I I 1 l Q nve'wfoz 4 1 J MAM K %1 M 6110x1421,

m9 m has 5 N W. H. SAUVAGE.

Patented Dec. 12, 1922.

3 SHEETSSHEET 3- ELECTRIC RAILWAY BRAKE.-

APPLICATION FILED JUNE 8. 1920. 1,438,866.

' to step 'ziueitizen of the Uaiii New been zi 'pp lied,

ine-rem sevveee; er meeno, ITEW YORK, essre uoe, BY ESNE ASSIGNMENTS,

1 'I( THE ATLANTIC HAND BBJAIIECQB PDBATION, OF BUFFALO, NEW YORK.

Emer tus EAILWAY BRAKE;

Rfiling of a iic'ation SerialNo 2735309; fiia nec l appl ication filed June 8,

To (dire/2011145 may mower-71L:

Be it known iih at 7f YWILLIMI H. i SA'UVAGE, ed f fi setee, residing at ale; in the? couhty efhlrie end Mate (if .Yerk, hmeinveiited Certain new [and Useful improvements, in; Electric Railway :lheiie's, of W ieh the feilowing a SpeciiifvetienL. j i 1 i M invention "r -i e5 e5 impreveme ts in eiec'trieiziiy operated" blilke appere-tue and more particularly "to brake apparatus o'per :ited' by an elebt1i.e"1ii0it0i The main object of my invention is ieja'ro de' mi improve eflicierit end reliable Yineang-s for pentreilihg the eperzitioiifef such a meter whereby the hrekepre'gsure applied n be eeiitro'lied in ":1 most desirable '11 A further improvement of the IHINQHUOQ vils-in. 'thelprox i ion hf means erjtonmtieali f-indicating the extent of which the motor has-.zippued ihehr'akesf g-further i rnrevement eon- 31:311.; in previr ing special mezins for quickly applying the" brakes" in 1' ur;her u mi" mere specific Y obj J v imimiit agreel ii more dam-1y :ippear :fi-m, the detail. riptii1 fzive'ii mow itilreii iii: eniiiietienfi h Jhe eeeonipeflying part of em; ape-iiietus eniihmij ilr thefprin eipal feziijrii'es my inven' onf 1L1 their i wefeifrefl iforhi.

. 2 if; ii tr; .C H x'erciezii section (if one {me epifliugj; Hermes shomi iii Fig." 1' encernhieli'iip f iieii ier operatingizhe ii r'ekes he moie'r Hem epereting thehmkee pre'd'e eri "red. h rmke pressure has F? B is e lehgitiidinal ver fiml eeetion through epperetusedaDied"to he plum on the moeer "erin atii SHTGW shah; Wher 'th e' 'hriikee; maybe eppiieci when a quickly in :in ei'nergeney independently of The (mention e! the cream; me Fig.4: is :1. t'rm'isreree SERUM} when 011 :1 line l of Fip; 3. Fig 5 is detaii illiieizi'uii J medifi'mmm, e? (fl er ('ojntiini dev .i, H p iefi' hare? e11 if beixfiffihdSVfi in sev'ii when on thehiie 6-4) 015 21hr] cerii zi'inether i izl'i'sbeing' also hrolemwswny Hie se ne. Fig.6 ,en 0'11 :1; line ()'6 of Fig, 7 is ed grain; illustrating Smother zrrrengeinent I01. 'rermeetieiis for o lernting; the brake meter;

' Referring to Fige'l' and emberfi, 191$,a1id eba neoneil March 7,1920. This 1920'. Serial No.1 387,515.

or e lever 19, one mid of which is pivet'ed :0 21 relatively etetioiiary pert '20 arid the other end 1" which hese pivotal connection Iivithone end 0f :1 piston rod 21; carrying" err-its ether end e'pister 22 Qperetingin a piston cylinder 23. 245 represents a relative- 1y 11 mg her having "a long'ituclinal here 25" therein (see Figure 2) Which is meme-'1 a; one end, With-the inside of the 'cyiim er '3 by means 019 11 passage 26 so that any (i in the cylinder 23 compressed, the pistonQQ will. COH1P1'QStthe 1 i'd through the connection 26 and into the here e iiildeif ifi is preferably rei'ried ri with the housing u'f'the'motmf 1]? for eiritii 'zzrm i e switch terminal :3- e'i" the meter by Knee, e if ermduct-or 40. The electric motor is iiiesigned ix) be reversible and the contact is electrieeflly 'cennected with 'iihe reverse Wind.- i'n gs' of-the mot-0r abberminzil B by means efeenducter 40.:

Carried upon the bar; 9 cen-trol de ices 41, .42.

are fight spring" 48w Emrh ef these div/lees eo nssiete oi H, mm piu'gf 170 scr wed min '{heimr 2 (see ef Which there eperuteh piston 1'72 fihe inte the-cyliiideril'fl to eere press the spring 17? zugainst the upper tare ol' the piston desired value. The sleeve nutlTG is provided with an air vent 119. he piston rod 175 passes loosely through .an. insulating plate 179 and carries aring shape-d contact 80 adapted to make electrical connection between contacts 81 and 82 when the piston 1'72 in its lower-most position. Also carried on the upper end 01: the piston rod is an electric contact 83 adapted to make elecuical connection between the electric contacts 8 1 and 85 when the piston 1.72 is raised. The

contacts

83 and 80 are insulated from the piston rod 175 and from one another by suitable insulating washers.

Each of the contacts 82 of the devices 4:1 to 418 inclusive is connected by a common conductor 86 with the terminal A of the motor 17. Thecont-act member S1 oi. the device -11 is connected by means of a conductor 31 with a contact 51. The contact member 81 or" the device 4-2 is connected by means oi a conductor 32 with a contact 52. The contact member '81 of device 13 is con nected by means of a conductor 33 with contact 53. The contact member 81 of the device 14: is connected by means of a conductor 3 1 with a contact The contact member 81 of device 415 is connected by means of conductor with contact 55. The contact member 81 of device 1.6 is connected by means of a conductor with contact 56. The contact member 81 of device a? is connected by means of conductor 37 with contact 57 and the contact member 81 of device 48 is connected by means of conductor 38 with contact 58.

llhen it is desired to apply the brakes the operator moves the switch arm contact 28 so that it engages contact 51. The motor then becomes energized, the circuit being as follows: From one side of the battery 27 through conductor 29, switch contact 28. conductor 31 contacts 81 and 82 of device 11 and conductor 86 to the motorand l rom the terminal ot the motor through conductor :1 and switch cont-cts Qand 10 to the opposite side (it the batter-v 27. he motor armature then rotates to rotate the screw shaft der but 1 preferably use PflTCB1-l11Q.iCZISlZO1 cilor some other suitable oil, alt-hon,

gaseous fluids may be used desired. The pressure exerted on the fluid in the cylinder 23 will be exerted through the passage 26 and bores and 17 1 and upon the lower side or the piston 172 in each of the devices 41 to as, and when this pressure has reached a predetermined value, say corresponding to 5% of the maximum braking pressure desired to be applied, the piston 12 of device 451 will be raised against tie action of the spring 177 and cause the motor circuit to be opened by reason of the ring contact 80 rising and becoming disengaged from the switch contacts 81 and 82. This oeenergizes the motor and stops it from :t'urther applying the brakes but leaves the brakes applied to the extent of this predetermined pressure.

If it is desired to apply the brakes with greater pressure,-say 10% ot the maximum braking power required. the switch contact- 28 is removed to contact 52 whereupon the motor is again energized through the connections 52. 82 and

contacts

80 and 81 and 82 ot' device 12 and conductor 86. The motor is then again operated to further feed the nut 15 out along the screw shaft 16 thus ap plying the brakes with greater pressure. This increases the fluid pressure in cylinder 23 and when this pressure has reached the desired value, say 10% of the maximum braking power to be applied, the piston 172 in device 12 will be raised to again open the motor circuit and deenergzize the motor in the manner above described with respect to device 11. it being understood that each of the devices 4:1 to 418 is similar to that shown in Fig. 2 and each is operatively connected in the same manner with the bore '25 and cylinder- 23.

By further moving; the switch contact 28 along the various contacts 53 to 58 inclusive.

the motor may be energized through the various conductors 3 to 38 inclusive andthe various devices 43. to 48 inclusive respectively, it being understood that in order to open the motor circuit through these devices +13 to 418 a graded increase ct pressure must be applied through cylinder 23. Thus for example the device 43 may be designed to open the motor circuit when 15% of the maximum braking power is applied and the device 4 1 when 25% is applied and the device 415 when 410% is applied and the device 4-6 when is appl ed and the device 417 when 80% is applied. and the device 49 when 100% is applied.

in case it is desired to apply. say ror 0.\'-- ample 60% of the max" in braking power at the beginning. the switch contact will be moved immediately to the contact WllQl-EHPOO the motor circuit will he closed through device 4:6 and the motor operated to apply the brakes un 1 of the maximum braking power is applied, when the pressure in cy mder will. have reached such a value that piston 1'? in device 46 will lll) "and normally spring pressed against a con-' he raised against its spring toiope ii the motor circi i't.

VV'hen it is desired to, release the brakes, the switchcontact 2 8 "is moved to contact 49.

This causes thefbattery 27, to be connected; Wlth' the reversewinding connections in the motor through the conductor 40, the circuit being as follows? From battery 27 through c'o'nductor29, contact28; contact 49; condu'c tor 4-0 to the reverse winding connections in the motor-at terminal 13; and from the motor through conductor 39, to the opposite 3 side of the battery.

In case it is desired to jstopthe motor when time releasing the brakesbut leaving'the ,I provideon the nutilfi an armf90 adapted to en a -e a switch 'contactSl )ivoted at 92 2% e: v v l tact 93 so that 1 when; the ,arm 90. engages member 91 it causes the contact 91 to "move away from contact'i 93 and open the motor circuit through the conductor 39, thus automatically deenergizing the motor when the brakes have been "entirely released. In case the brakelink 113 or otherconnections should become broken and thusjrencler the turning of tllB Il'lOtOIf incapable of applying the brakes 'and creating pressure in the cylinder 23; the motor will turn, the screw rod 16 only until the arm 90'engages the contact,

lever 9, pivotedat 11,forc i'ng it aivay "from contact IOagainst the action of spring 12 and thus breaking the circuit through the conductor'39 toopen the circuit of the motor. Thus 1n case "of any [such failure of the 1 brakesthe motor isv automatically stopped after a predetermined number or revolutions thereof. I v, [a In order that the brakes maybe operated by hand or-by any other mechanical devices 1 without making 'use' of the motor 17 for that purpose I provide on. the screw shaft 16 a gear 2O which may be'mechanically connectedwith any well known or suitable operating means for operatingthegear to operate the screw shaft 16 to'apply thebrakes through the brake rigging 13, 14 and'l5; In case it is desired to reverse the motor to release the brakes, without moving the switch arm 28 fromi contacts 5l.58 tocontact 49, this maybe done by simply press ing a switch contact button"59 so thatfit electrically connects the switch arm 28 with the-stationary contact .60 which is connected 7 by conductor 30, with conductor 40 the current then passing front theqbattery 27 through conductor 29, switch contact button 59-contact60 and conductors 30'and '40 to the reverse current connections in the motor.

While. thisis being done the switch arm may be lett on any o't'the contacts 51 to Slanrh assuming that'the brakes are released to a I point below that corresponding to the point on. which the arm 28 is lett then, upon releasing the button 59 to disconnect from contact 60, the motor will again operate to applythe brakes to the point corresponding to that atiwhich arm 28 is set.

- In the arrangement shown in Fig. 1,tl1e apparatus has been illustrated as particularly applying the brakes to the rear wheels of a truck. In case it is desired to apply brakes to the front wheels of the same then instead of pivoting one end of the 1ever '19 to a relatively fixed point 20, brake rigging;

similar to the brake rigging 13 is connected to the lever 19 inthe same manner as this is connected to the lever ll hut extending I .to thetrontl wheels of the truck. I

In case-the invention is applied to cars propelled by electric power the motor 1 7 may he used to apply all thebrakes to the car and also instead of using a battery as a source power may be taken. from the third rail or trolley to operate the motor 17 as illi'is'trated in It 7, in which 140 represents a trolley wire engaged by a trolley 14:1 to electrically connect it with a carpropelling in0tor14t2 the other side of which is grounded through conductor 14:3. Theconductors 29fn1ay be connected, one to either side of the motor 142 so that when the switch arm 28 thrown; the motor 17 is connected to receive power from the trolley llO. This arrangement has the particular" advantage that should the trolleybecome disengaged while the caris running, the motor 142 will actas agenerator and. supply current for operating themotor 17 to apply the brakes I -i 1nti.1 the car is brought to a stop.

' "By modification snsuich as these the improvements may be adapted Tfor use on various kinds 0r trucks'and vehicles such as steam ra lway cars, electric railway cars, automobile motor trucks and trailers ;drawn by trucks or tractorsj In the latter case/the brake rigging and the motor operating the same and the devices alto 48' may be carried bythe'trailer while the control apparatus v28, and 49 to 60 maybe carried onflthe truck or tractor to be operated by theoperator thereon, aisuitable conduit being. provided for the connections 31 to 40 extending from the truck or tractor to the trailer. J Whether used on such atrailer or upon any othersort of vehicle it is desirable that the operators know to just what extent the brakes havebeen appliedand Ihave accordingly provided a set of indicators 71, 72, 73, 5

74, 75, 76, 77, 78 for this purpose. These indicators may be in form of electric lights or any other suitable formgof indicatormay be used such pressure indicators, preferably e1ectri'c light indicators. I Theindicaconnected. by conductors 62 to 68 inclusivewith the contacts of devices 4:2 to &8 inclusive res tiectively. Accordingly when any one or more circuits responsive to the corresponding brake pressure are applied they will cause their contacts 88 to make electrical connections between their contacts 8% and 85 thus closing the circuit through the corresponding indicating devices 71 to 78 inclusive respectiv v. And so when one or more of the indie I .ng devices 71 to, 78 inclusive are energized they indicate to the operator to just what extent the devices 11 to 418 have been operated and accordingly one knows to just what extent the brakes have applied. It will be understood that the indicators 71 to 78 inclusive as well the

batteries

88 and 27 may be carried upon the truck or tractor in case the apparatus is designed to operate brakes on a trailer.

Referring to Figs. 3 and 4:, I there show an arrangement for quickly applying the brakes in case of an emergency. In this arrangement the screw nut 15 has integrally connected therewith a sleeve open at one end. Arranged on the sleeve 100 is a sliding sleeve 10.1. the two sleeves being arranged to slide longitudinally with respect to one another but prevented from rotation with respect to one another by a key 102. The sleeve 101 is provided with a head 103 at its end opposite the nut 15, and between the head 103 and nut 15 there is compressed a spring 104;. In order to preventthe compressed Spring 1041 from moving the sleeve 101 away from the nut 15, a split nut having its two

sections

105 and 106 engaging the screw shaft 16, arranged against the outside of the head 103. The

sections

105 and 106 are provided with extensions 10'. and 108 respectively adapted to slide in guideways 109 and, 110 in frame work rigidly secured to the sleeve 10!. Levers 111 and 112 have their long arms normally pulled together by spi r 1 i 3 to force the s clions 105 and 106 toward one auotheraiul into engage ment with the shaft 16. The short arms of the levers 111 and 112 are pivot-ally connectcd with the plungerarmature 114; of an electric magnet 115. a

The spring 1041 is of such size and undesuch compression that when released it may apply the brakes with the maximum braking power that would be desired on any occasion as for example in an emergency.

When it is desired to apply the brakes in an emergency and quickly, without waiting for the motor to operate the circuit 115 is energized in any suitable manner which causes the plunger 114 to be moved toward the Split nut and against the action of spring 113 to move the

sections

105 and 106 of the split nut from the shaft This causes the spring 1041 to be released and the sleeve 101 to be'forced quickly outwardly alongthe shaft 16, carrying with the head 15 to which the lever arm 14; in this instance is pivotally connected, so that the lever arm 1% is operated to apply the brakes in an When it is desired to emergency manner. reset the spring 104 the'motor 17 is operated as to apply the brakes whereuponthe nut 15 will be forced outwardly along the shaft 16 to again compress the springto its normal condition and when "it has reached this condition, the magnet 115 is deenergized and the split nut will engage the shaft 16 to lock the spring 10 1 in its normal compressed condition. The brakes may then be released by reversing the motor in the manner above indicated. In case it is desired to lock the split nut to the shaft 16 so, as to prevent the magnet 1-15 from operating the same, I provide a locking lever 116 which may be swung upwardly as shown in full lines in Fig. 3 and thus prevent the lever 112 from swinging downwardly to remove the splitnut section 106 from the shaft 16. By its connection with the lever 112, the lever 111 is similarly prevented from removing its section 105 from the shaft16 A leaf spring 117 prevents the locking lever 116 from jolting or otherwise being removed from ts lockingposition unless the leaf spring 117 is pressed in when it may be moved to inoperative position as shown in dotted lines in 3.-

Referring to Figs. 5 and 6 I there show a modified form of devices 41-1 to 416 inclusive. In this instance the bar 21-is somewhat differently shaped in cross section. as shown in Fig. 6, but is still provided with the longitudinal bore 25. The top face of the bar 241 is recessed at various places to provide. recesses 120 and shoulders 121 on which are laid diaphragms 122, held in place list the shoulders 12} by rings 123 and cylinder members [124: screwed. down thereagainst. The diaphrag-nis i122 normally make contact with 'ront'act buttons 125 to which are connected the conductors 31 to 38 inclusive respectively. The buttons and their connections being suitably an sulat-ed from the bar 21 as illustrated in Fig. 6. The diaphragms 122 are suitably grounded and connected with the conductor 86. Operating within the cylinders 12% are small pistons 126 normally pressing the diaphragins 122 against the buttons 125 by means of springs 12.7. Nuts 128 are screw different brake pressures applied respectively and means whereby operation of said switches causes the deenergization of the motor, said switches being held in normal position by springs with different pressures, respectively;

10. The combination with brake rigging, of a reversible electric motor, a screw shaft driven thereby for operating the brake rigto operate the brakes thereof, fluid pressure means operating to measure the pressure with which the brakes are applied, and a plurality of devices controlled thereby and acting to deenergize the motor at various brake pressures applied res 'aectively. 11. The combination with brake rigging, of rev rsible electric motor, screw shaft driven thereby for operating the brake rigging to operate the brakes thereof, fluid .pressure means operating to measure the n'essure with which the brakes are applied. and a plurality of devices controlled thereby and acting to deenergize the motor at various brake pressures applied respectivly, and

' nieanswhereby said screw shaft may be op" erated to apply the brakes without energizing said motor.

12. The combination with brakerlgglng of an electric motor operating said brake rigging to apply the brakes thereof, fluid pressure means for automatically regulating the pressure of the brakes whereby the motor may be stopped, and means whereby the brakes may .be applied without energizing said motor.

13. The combination with brake rigging of an electric motor operating said brake rigging to apply the brakes thereof, and means indicating the extent to which the brakes, are applied bysaid motor.

14. The combination with brake rigging of an electric motor operating said brake rigging to apply the brakes thereof with various pressures and electric means indicating the pressure with which the brakes are applied.

l5. The combination with brake rigging, of an electric motor connected to operate said brake rigging to apply the brakes thereof, means for automatically stopping the motor from operating the brakes dependent upon the brake pressure applied, said means including a plurality of devices operating respectively responsive to various brake pressures applied, to automatically stop. the motor from operating the brakes, and indicators controlled by said devices respectively for indicating the extent to which the brakes are applied.

16. The combination with brake rigging, of an electric motor connected to operate said brake rigging to apply "the brakes thereof, means for automatically stopping the motor from applying the brakes responsively to variations in brake pressure applied and with various brake pressures applied and means controlled by said last mentioned means for indicating the extent to which the brakes are applied.

17. The combination with brake rigging, of an electric motor connected to operate said brake rigging to apply the brakes thereof, and fluid pressure means acting res sponsively to variations in brake pressure applied for automatically stopping the motor from operating the brakes and means controlled responsive to the operation of said fluid pressure means for indicating the eX- tent to which the brakes are applied.

18. The combination with a brake rigging, of an electric motor for operating the same to apply the brakes thereof, means for automatically regulatin the pressure of the brakes whereby the motor is stopped, a nor mally compressed spring, and means whereby said spring may be released to apply the brakes independently of the above mentioned motor and whereby said motor may be operated to compress said spring to its normal condition.

19. The combination with brake rigging of electric motor for operating the same to apply the brakes thereof, a normally inoperative spring, and means for rendering said spring operative to apply brakes independently of the operation of said motor and means for rendering said last mentioned means. inoperative to cause the said spring to apply the brakes.

20. The combination with brake rigging of an electric motor for operating the same to apply the brakes thereof, a normally compressed spring and means whereby said spring may be released to apply the brakes independently of said motor and whereby said motor may be operated to compress said spring to its normal condition, said last mentioned means including a screw shaft operated by the :motor, a split nut cooperate ing "with said shaft to hold said spring cornpressed, and. electric means for operatiiilg said split nut to release said spring. i

21. The combination with brake rigging, of an electric motor connected to operate said brake rigging to apply the brakes thereof, and means for automatically stopping'the motor from operating the brakes dependent upon the brake pressure applied, said means including a plurality of devices each operating respectively responsive to various brake pressures applied, to automatically stop the motor from operating the brakes, and means automatically stopping the motor after a predetermined number of revolutions thereof.

22. The combination with brake rigging, of an electric motor connected to operate said brake rifging to apply the brakes thereof, and fluid pressure means acting responsively to variations in brake pressure upfrom operating the brakes, and means auto matically stopping the motor after a pre-. determined number of revolutions thereof.

23. In a vehicle brake system the combinationol brake rigging, an electricniotor connected to operate said brake rigging to apply the brakes thereof, fluid pressure means acting responsive to variations in brake pressure applied for automatically stopping the motor from operating the brakes, a vehicle propelling motor and connections therefor to a trolley or the like, and connections from said brake motor to said trolley or the like and said propelling motor ari'an 'ed to normally supply the brake motor i rom the trolley or the like and from the propelling motor as a generator should the trolley become disconnected-.

2A. In a vel iiclehrake system the comhi nation of brake rigging, an electric motor connected to operate said brake rigging to apply the brakes thereoi' means automatically stopping the motor from operating the brakes dependent upon the brake pressure applied, said means including a plurality of devices each operating respectively responsive to various brake pressures applied,-a vehicle propelling motor and connections therefor to a trolley or the like, and connections from said brake motor to said trolley or the like. and said propelling motor arranged to normally supply the brake motor from the trolley or the like and from the propelling motor a generator should the trolley become disconnected.v

In testimony whereof I aflix my signature.

WILLIAM H. SAUVAGE.