US1681053A

US1681053A - Brake-rigging regulator

Info

Publication number: US1681053A
Application number: US195713A
Authority: US
Inventors: William H Sauvage
Original assignee: ROYAL RAILWAY IMPROVEMENTS COR
Current assignee: ROYAL RAILWAY IMPROVEMENTS COR; ROYAL RAILWAY IMPROVEMENTS Corp
Priority date: 1927-06-01
Filing date: 1927-06-01
Publication date: 1928-08-14
Anticipated expiration: 1945-08-14

Description

BRAKE RIGGI NG REGULATOR Filed June 1, 1927 1=}' i Patented Aug. 14, 1928.

UNITED STATES PATENTOFFICEf WILLIAM H. SAUVAGE, 01 NEW YORK,

N. Y., ASSIGNOR, BYMESNE ASSIGNMENTS,

TO ROYAL RAILWAY IMPROVEMENTS CORPORATION, OF NEW YORK, N. Y., A

CORPORATION OF DELAWARE.

BRAKE-RIGGING REGULATOR.

Application filed June 1, 1927. Serial No. 195,713.

This invention relates to improvements in foundation brake rigging and more particularly to manually operated regulators therefor.

One of the objects of the present invention is to provide a regulator of the above character of simple and practical construction, which will permit of substantially instantaneous and accurate regulation of the various parts of the foundation brake gear of a railway vehicle.

Another object is to provide a reliable and eflicient quick acting regulator adapted to be associated with the cylinder levers of the foundation brake gear whereby the same may be quickly regulated to obtain proper brake shoe clearance at the truck brake rig- 1n g A further object is to provide a fool-proof regulator of the last above mentioned character adapted to permit rapid and accurate adjustment of the brake system and insure uniform piston travel and avoid possibilities of dragging brake shoes and premature application, causing overheated, cracked, sliding wheels with the consequent spots thereon.

A further object is to provide a single regulator of the last above mentioned character, which will permit the regulation or adjustment of the entire foundation brake rigging in a single operation.

A further object is to provide a regulator so positioned with relation to the car as to be unafi'ected by atmospheric conditions or deep snow along the road.

Other objects will be in part obvious and in part hereinafter pointed out in connection with the accompanying sheet of drawings, illustrating one of the various possible embodiments of the invention with modified. details, and in the several views of which corresponding parts are designated by similar reference characters.

In the drawings- Fig. 1 is a semi-diagrammatic plan view of such parts of the foundation brake gear as are necessary to fully understand the application of the same.

Fig. 2 is an enlarged detail sectional view showing the cylinder and one form of the associated regulator.

Fig. 3 is a detailed sectional view of the regul2ator itself taken at right angles to Fig. 4 is a side elevational view partly in section showing a modified form of reg lilator.

Fig. 5 is an end elevational view partly in section of the parts shown in Fig. 4.

Referring now to the drawings more in detail and particularl to Fig. 1, 10 indicates the airbrake cylinder of usual standard construction adapted to be secured to the under side of the body of the car, for example. This cylinder 10 which is shown largely diagrammatically is provided with a piston head 11. Fig. 2, and a two part telescoping piston rod, one part 12 being secured to the head and telescoping over a smaller piston rod 18 extending outside of the cylinder and rovided at its ends with a jaw 14.

Surroun ing the telescoping piston rod 12,

there is, of." course, provided a coiled spring 15 adapted to aid in restoring the parts to normal position. rected to the fact that there is normally provided a lost motion of approximately three inches between the inner end of the rod 13 and the adjacent wall of the piston head 11. The purpose of this lost motion will be hereinafter more fully explained.

The jaw 14 is adapted to be pivotally connected with a live cylinder lever 16 which is supported in any desired manner, such as slots in the draft sills, but preferably on depending U-shaped

hangers

17 and 18, which hangers are relatively positioned with respect to the movement of the lever as to act as stops when the lever returns to full release position as shown in Fig. 1; that is, this lever 16 abuts the left hand end of the support 17 and right hand end of the support 18. The end of this live lever 16 is connected by means of a pull rod 20 with the truck brake rigging all 1n the usual manner. Likewise a pull rod 21 is pivotally connected to the opposite end of the live lever at the point 22, and this rod is adapted to be actuated by the handbrake mechanism for applying the brakes.

At the opposite end of the cylinder, there is a floating oi dead cylinder lever 23 connected to the live lever near its center by means of a tension rod 24. One end of this lever 23 is supported in a regulator mechanism broadly indicated by the numeral 25, Fig. 1, and shown in detail in Fig. 3, while the opposite end slides in a hanger or slotted support 26. This hanger, it will be noted, is preferably so positioned with respect to the cylinder lever as to limit its movement in one direction as indicated. A pull rod 27 connects the end of the floating ever 23 with the truck brake rigging at the opposite end of the car.

Referring now to the regulator shown more in detail in Figs. 2 and 3, the end wall 30 of the cylinder is provided with a support 31, to which is secured a U-shaped housing 32 provided with a hole in one end thru which a take up rod 33 is adapted to extend. The opposite end of this rod 33 is provided with a bifurcated jaw 34 having an elongated slot 35 adapted to provide a lost motion movement for a pin 36, which passes thru the floating lever 23. The end of this lever extends beyond the housing 32 to provide an operating handle 37. Thus the floating lever may be moved manually by grasping the handle and moving the same relatively towards the left, Fig. 1, an amount equal to the slot 35 which in practice is approximately three inches without in any way affecting or ehangin the relative position of the take up 1'0 33. This movement of three inches is proportional at this point to proper brake shoe clearance at the wheels of each truck brake shoe. Thus, if a quarter or three-eighths inch clearance is desired between the faces of the brake shoes and cooperating wheels, this amount or distance of a quarter inch will be taken up and absorbed by a relative movement. of the handle 37 a' distance equal to the length of this slot. If, however, for any reason the brake shoe clearance is more, that is. for example, exceeds a predetermined and desired quarter inch or other arbitrary amount, then pin 36 travels to the end of the slot 35 and causes the push rod 33 to be moved bodily towards the left out thru the opening in the end of the housing 32.

In order to permanently take up and hold this excess movement and thereby to insure proper and predetermined brake shoe cle. anee at the peripheries of the several wheels of the car, I preferably provide one or more holding dogs as indicated more particularly in Fig. 3, these dogs in the present case being rectangular pieces of hard high carbon steel provided with central openings having case hardened edges thru which the rod 33. passes. These dogs 38, which are supported between pins or hearing members 40, are normally held in canted position as by means of spring 41 so that their edges will bite into the rod in such a manner as to permit free relative movement of the rod 33 towards the left when the handle 37 is actuated and positively prevent a reverse movement of this rod relatively towards the right when the brakes are applied.

Now an examination of the drawing in view of the above description will show that on an application movement of the brakes, the piston will have to move its minimum distance of six inches before the brakes really become effective; that is, the piston head first moves outwardly three inches until it engages the inner end of the piston rod 13 before an actuating movement of the foundation hrake gear takes place. Then it must move a further distance of three inches to compensate or equal the brake shoe clearance ratio provided for by the slot 35. In this manner, short piston travel is positively prevented, and the engineer is sure of at least six inches movement of the piston with the proper relative expansion of the air within the cylinder. This obviously gives the piston head full clearance and has passed the leakage port usually provided within the cylinder and prevents the dangerous brake application resulting in slid cracked and flat wheels.

The relative location of the

hangers

17, 18 and 26 further insure the proper angularity of these levers, as well as the truck brake levers. that is, assuming the handle 37 to be actuated, then the end of the lever guide 26 acts as a fulcrum to permit a. transmission of the adjusting movement thru the rod 24 to the live lever 16. Likewise, the left hand end of the hanger 17 acts as a fulcrum, causing an actuating movement of the rod 20 relatively towards the left. \Vhen this last movement has been completed to the extent of bringing the brake shoes into engagement with the wheels, then that end of the cylinder lever acts as a fulcrum to react thru the rod 24, lever 23 and the pull rod 27 to cause proper adjustment of the truck brake rigging at the opposite ends of the car. In this manner. the entire exces brake shoe clearance is easily. quickly and substantially instantaneously taken up and permanently held, all on a single application movement of the handle 37.

When it is desired to replace worn brake shoes and obtain a proper re-sctling of the entire brake rigging. it is a relativcl simple matter to trip the dogs 33 allowing the push rod 33 to move freely relatively towards the right to its full release position. The new shoes are then applied. and a single actuating movement of. the handle 37 Illll lll) positively insure the desired brake shoe clearance and uniform piston travel.

- In the modification of the regulator shown in Figs. 4 and 5, 50 denotes one of the iongitudinallydisposed center sills of a car which is provided with a slot 51 thru which the floating lever 23 of the brake riggingis adapted to pass. A pin 52 passes thru a hole in the lever and prevents relatively longitudinal outward movement of the lever.

Extending laterally from the side wall of the draft S111 is a longitudinally disposed U-sha'ped bracket 53 held in place by means of lock nuts 54.- and provided near one end and on its under side with a notch 55 adapted to receive the upper rounded corner of a pawl 56 when the same is moved adjacent thereto during the regulating movement.

This pawl 56 is pivoted or trunnioned at 57 between the two side plates 58, one of which is removed in Fig. 4. This pawl may have an actuating handle 66 as indicated in dotted lines, if desired, which also tends to hold the pawl in engagement with the rack. The

plates are secured by means of rivet-s passing thru four registering holes 60 near each corner. These two plates 58 loosely embrace the hanger or supporting bracket 53 as shown in Fig. 5, and also a regulating rod 61 provided with teeth 62 along its upper surface adapted to be engaged by the lower corner of the pawl 56 thereby to prevent relative longitudinal movement of this rod when the brakes are applied. One end of the rod is provided with a swivel connection 63 while the opposite end is provided with a weighted depending handle 64 adapted to.

maintain the pawl and teeth in operative relation at all times.

The operation of this device is substa-n tially'the same as that form above described. In other words, the distance 65 between the housing and carrier in the position shown and when engaging the registering notch 55 corresponds to the normal lost motion slot 35 and is proportional to the brake shoe clearance at the wheels of the truck, thus insuring correct piston travel.

In operation, the regulation of the brakes merely consists in taking the handle 64 and pulling out to the left on the same as far as it will go. This movement carries the two plates 58 of the regulator housing along the hanger 53 until the pawl registers with the notch 55. If any excess piston travel or brake shoe clearance exists, then one or more teeth 62 slip under the pawl whereby to permanently take up and hold this excess movement. In this manner, the entire foundation brake rigging may be substantially instantaneously and exactly adjusted.

When new shoes are to be applied to the brakes, the regulating rod 61 should be restored to full normal release position aproximately as shown in Fig. 4. .This is 1 one by first pulling out on the handle, giving it a quarter turn, thus throwing the I pawl up into'the recess 55 and allowing the smootlr side of the rod 61' to slip under the pawl to full release position. hen, when the handle is released, the parts are restored to the position shown by gravity of the handle 64 and the new shoes are applied as necessary. A single outward movement of the handle will then place the entire brake rigging in properly adjusted position with the desired brake shoe clearance and piston travel.

Thus it will be seen that the invention provides a simple and practical regulator for the foundation brake gear of a railway car which may be inexpensively manufactured, assembled and installed on brake rigging now in general use without material modification, alteration or needless waste of material.

I claim: I

1. In combination with foundation brake gear including a cylinder and cylinder levers, a regulator therefor, including a movable support for one of the cylinder levers associated with the cylinder and having a lost motion device associated therewith whereby the rear lever may be moved manually a predetermined. distance proportional to brake shoe clearance and prior to the actuation of the regulator.

52. In combination with foundation brake gear including a cylinder and cylinder levers, a regulator therefor, including a movable support for one of the cylinder levers associated with the cylinder and having a lost motion device associated therewith whereby the rear lever may be moved manually a predetermined distance proportional to brake shoe clearance and prior to the actuation of the regulator, and means for permanently taking up and holding excess movement of the lever over that permitted by the lost motion device.

3. In combination with foundation brake gear including a cylinder and cylinder levers, a regulator directly associated with the cylinder adapted to act as a support for one of the cylinder levers and being provided with a lost motion connection whereby said cylinder lever may be moved a predetermined amount proportional to proper brake shoe clearance, a piston rod associated with said cylinder and acting as a support for the other of said cylinder levers, and having a lost motion connection with the piston whereby said piston may move a predetermined distance prior to the actuation of said second cylinder lever.

4. In combination with foundation brake gear including a cylinder and cylinder: levers, a regulator directly associated with the cylinder adapted to act as a support for one of the cylinder levers and being provided with a lost motion connection whereby said cylinder lever may be moved a predetermined amount proportional to proper brake shoe clearance, a piston rod associated with said cylinder and acting as a support for the other of said cylinder levers, and having a lost motion connection with the piston whereby said piston may move a predetermined distance prior to the actuation of said second cylinder lever. said piston rod being formed of a plurality of telescoping parts, and spring means for returning the piston to full release position.

5. In combination with foundation brake gear including a cylinder and cylinder levers, a regulator associated with said cylinder adapted to act as a support for the floating cylinder lever and being provided with a. lost motion means whereby said lever may be manually moved a predetermined distance proportional to the brake shoe clearance and prior to the take up action of the regulator, and take up mechanism in the regulator including means adapted to permit free movement of the support for the cylinder lever in one direction and adapted to prevent reverse movement thereof.

6. In combination with foundation brake gear including a cylinder and cylinder le vers, a regulator associated with said cylinder adapted to act as a support for the floating cylinder lever and being provided with a lost motion means whereby said lever may be manually moved a predetermined distance proportional to the brake shoe clearance and prior to the take up action of the regulator. and take up mechanism in the regulator including means adapted to permit free movement of the support for the cylinder lever in one direction and adapted to preventreverse movement thereof, said cylinder having a telescoping piston rod adapted for permitting a predetermined movement of the piston prior to the application of the brake.

7. In combination with foundation brake gear including a cylinder and cylinder levers, supporting means for said cylinder levers, a regulator mounted at the rear of said cylinder adapted to act as a support for the floating cylinder lever, said regulator including a rod having a lost motion connection with the lever, and take up and holding means coacting with said rod whereby the rod may be manually moved in one direction an amount proportional to the excess brake shoe clearance determined by the lost motion connection, and to prevent movement; of said rod in the opposite direction, the piston in said cylinder having a telescoping piston rod connected with the other of said levers whereby said piston may move a predetermined distance prior to the application movement of the cylinder lever.

8. In combination with foundation brake gear including a cylinder and cylinder levers, supporting means for said cylinder levers, a regulator mounted at the rear of said cylinder adapted to act as a support for the floating cylinder lever, said regulator including a rod having a lost motion connection with the lever. and take up and holding means coacting with said rod whereby the rod may be manually moved in one direction an amount [)l'OPOl'ilOlltll to the excess brake shoe clearance determined by the lost motion connection, and to prevent movement of said rod in the opposite direction, the piston in said cylinder having a tele coping piston rod connected with the other of said levers whereby said piston may move a predetermined distance prior to the application movement of the cylinder lever, .spring means for returning one part of the piston rod to full release position, and stop means adapted to prevent a corresponi'lingly extensive movement of the other part of said piston rod.

9. In combination with foundation b'ake gear including a cylinder and cylinder lcvers, supporting means for said cylinder levers, av regulator mounted at the rear of said cylinder adapted to act as a support for the floating cylinder lever, said regulator including a rod having a lost motion connection with the lever, and take up and holding means coacting with said rod whereby the rod may be manually moved in one direction an amount proportional to the excess brake shoe clearance determined by the lost motion connection, and to prevent movement of said rod in the opposite direction, the piston in said cylinder having a telescoping piston rod connected with the other of said levers whereby said piston may move a predetermined distance prior to the application movement of the cylinder lever, spring means for returning one part of the piston rod to full release position, and stop means adapted to prevent a correspondingly extensive movement of the other part of said piston rod, said first and second stop supporting means together definitely determining the relative angularity of one of said cylin' der levers with respect to said cylinder.

10. In combination with foumlationhralre gear including a cylinder and cylinder levers, and supports for said cylinder levers. and a regulator mounted on the rear ol' said cylinder including a bracket, :1 push rod having a lost motion connection with one of said cylinder levers whereby one cylinder lever ma be moved a redetern'iined distance )I()-' l portional to the proper brake shoe clearance, and take up and holding means including a plurality of dogs coacting with said push rod adapted to take up and hold any excess movement over the predetermined piston travel and proper brake shoe clearance movement allowed for by said lost motion de vice, said dogs preventing a reverse move- I ment of the push rod until released.

11. In combination with foundation brake gear including a cylinderand cylinder levers, and supports for said cylinder levers, and a regulator mounted on the rear of said cylinder including a bracket, a push rod having a lost motion connection with one of said cylinder levers whereby one cylinder lever may be moved a predetermined dlstance proportional to the proper brake shoe clearance, and take up and holding means including a plurality of dogs coacting wlth said push rod adapted to take up and hold any excess movement over the predetermined piston travel and proper brake shoe clearance movement allowed for by said 10st motion device,- said dogs preventing a reverse movement of the push rod until released, the p1 ston rod in said cylinder being of telescopic construction whereby the piston may move a predetermined distance prior to the apphcation movement of the levers.

12. In combination with foundation brake gear including a cylinder and cylinder levers, and supports for said cylinder levers,

a regulator mounted on the rear of said cylinder including a bracket, a push rod having a lost motion connection with one of said cylinder levers whereby one cyl nder lever may be moved a predetermined distance proportional to the proper brake shoe clearance, and take up and holding means including a plurality of dogs coacting with said push rod adapted to take up and hold any excess movement over the redetermined piston travel and proper bra e shoe clearance movement allowed for by said lost motion device, said dogs preventing a reverse movement of the push rod until released, the piston rod'in said cylinder being of telescopic construction whereby the piston may move a predetermined distance prior to theapplication movement of the levers, and means adapted to insure a complete return movement of one part of said telescoping .piston, and means adapted to prevent a correspondin movement of the other part.

13. In com ination with foundation brake gear including a cylinder and cylinder levers, supports for said cylinder levers, a regulator mounted on the rear of said cylinder including a bracket, a push rod having a lost motion connection with one of said cyl inder levers whereby one cylinderlever may be moved a predetermined distance proportional to the proper brake shoe clearance, take up and holding means including a plurality of dogs coacting with said push rod adapted to take up and hold any excess movement 'over the predetermined piston travel and proper brake shoe clearance movement allowed for by said lost motion device, said dogs preventing a reverse'moveed to insure a complete return movement ofone part of said telescoping piston, and

means adapted to prevent a corresponding movement of the other part, said first stop means and said last means together comprising supporting brackets for said second cylinder lever, and definitely determining its relative angularity with respect to said cylinder.

14. In combination with foundation brake gear including a cylinder and cylinder lever, a regulator directly associated with one of said cylinder levers including a bracket support, a manually actuated member movable on said support, and directly connected with said cylinder lever adapted to permit a predetermined free movement of the lever proportional to the brake shoe clearance, and means adapted to take up and permanently hold any excess movement over the predetermined amount.

- 15. In a foundation brake rigging of the character described, in combination, an airbrake cylinder having a piston, a two part telescopic piston rod, one of which parts has a greater range of movement than the other during brake application, cylinder levers actuated by said piston, a single manually actuated regulating device connected with one of said levers for insuring proper brake shoe clearance, and means adapted to prevent a movement of the piston when said regulating device is actuated.

16. In a foundation brake rigging of the character described, in combination, an airbrake cylinder having a piston, a two part relatively movable piston rod, one of which parts has a greater range of movement than the other during brake application, cylinder levers actuated by said piston, a single manually actuated regulating device connected with one of said levers for insuring proper brake shoe clearance, and means adapted to prevent a movement of the piston when said regulator is actuated, said means including a stop adapted to resist movement of the cylinder end of the lever adjacent the piston in the direction of movement of the regulator.

17. In a foundation brake rigging of the character described, in combination, a cylinder with a piston therein, a two part telescoping piston rod, a cylinder lever connected with said piston rod, two coacting stop devices adapted to define the normal position of rest of said lever, a second cylinder lever, and a manually actuated regulator associated with said second lever which when actuated will obtain proper brake shoe clearance simultaneously upon both trucks. 18. In a foundation brake rigging of the character described, in combination, an airbrake cylinder having a piston, and a two 5 part telescoping piston rod, a live cylinder lever connected with said rod, means for positively defining the normal position of rest of said piston rod and lever, B. floating cylinder lover, a rod connecting said cylinder levers, and stop means for positively de- 10 fining the normal position of rest of both ends of both of said levers.

Signed at New York, New York, this 20th day of April, 1927.

WILLIAM H. SAUVAGE.