US1692090A - Track brake - Google Patents

Description

Nov. 20, 1928.

W. MINER TRACK BRAKE Filed April 16, 1:12 4 Sheets-Sheet 1 W. MINER TRACK BRAKE Nov. 20, 1928.

Filed April 16, 1927 4 sheets-sheep 2 mm 5 3% mm m hm W. MINER TRACK BRAKE Nov. 20, 1928.

Filed April 16, 192"! 4 Sheets-Sheet Nov. 20, 1928. 1,692,090

w. MINER TRACK BRAKE Filed April 16. 1927 4 Sheets-Sheet 4 Wm w '50 line 66, Figure 2.

Patented Nov. '20, 1928.

WALTER M IllTER, OE SEATTLE, WASHINGTON.

TRACK BRAKE.

Application filed April 16.

This invention relates to a track brake or car retarder for use in rail vay yards and at other places where it is desirable to retard movement of cars gravitating along the track.

One of the objects of the invention is to provide elongated gripping shoes having means actuated by the wheels of the caror cars for elevating them to active position.

A further object is to provide means for utilizing the weight of the car or cars for pressing the shoes against the faces of the wheels after said shoes have been brought to active positions.

A still further object is to provide means for locking the shoes in active positions'during the movement of a car along the supporting rails.

A still further object is to provide means controlled by the car for unlocking the shoes, thereby to permit them to shift automatically to inactive positions with the result that the retardingaction of the shoes will be stopped. V

VJith the foregoing and other objects in view, which will appear as the description proceeds, the invention resides in the com.- bination and arrangement of parts andin the details of construction hereinafter de- 39 scribed and claimed, it being understood that changes in the precise embodiment o'f-the invention herein disclosed, may be made within the scope of what is claimed, without departing from the spirit of the invention.

In the accompanying drawings, the preferred .form of the invention has been shown.

In said drawings: 7 V

Figure 1 is a plan View of the brake 40 constituting the present invention.

Figure 2 is a side elevation the structure shown in Figure 1. Figure 3 is a section on the line 3- 3, Figure 2. e

Figure 4 is a section on the line 44, Figure 1. I Figure 5 is a section on the line.55, Figure 1. v p V Figure 6 is an enlarged section on the Figure 7 is a perspective view of the connecting block of the brake levers;

Figure 8 is a perspective View of one of the brake levers. V

Figure 9 is an enlarged section through the switch control box.

1927. Serial No. 184,392.

*Figure 10 is a section on line"1010,

Figure 9. I

Figure 11 is a view showing, in diagram,

a complete brake control mechanism.

Referringto the figures by characters of reference 1 designates parallel channel beams arranged in'pairs and held properly assembled by attachment to ties 2. Secured between and to the channel beams 1 are upstanding guides 3. Each of these guideshas an I-b'eam-4 mounted for yielding or sagging movement therein under. the weight of a load, there being apertures 4 in-the I-beam through which are extended transverse retaining bolts 5 connected'to the guides. These bolts are preferably. extended 1 through spacing sleeves 6,. I

' Extending along both sides of each rail, but normally'spaced therefrom are elongated brake shoes 8 each of which is supported by a'pair of levers 9. The lower end por tions' of the levers are fulcrumed within connecting blocks 10, each block being provided with two of these levers oppositely disposed, one lever being connected to each of the brake shoes. tended toward each othe'rrfrom the lower ends of the levers and project under/and are engagedby the I-beam 4. The guides. 3 are. provided with cross members 12 .extending under the I-beams 4, these cross members being so located that when-the I-beam is in its lowest position, itwill rest on the cross members. When the connecting blockslO are in their normal'positions they are so located below the I-beams 4 that thelovers 9 will be supported along upwardly diverging lines as shown by broken lines in Figure 6.

Each block 10 is provided with depending Short fingers 11 are ex-' flanges 13 pivotally connected to the upper end of a link 14 extending 'therebetween. The link is arranged between the channel beams 1 and has its lower end forked as'at levers 9 and one connecting block 10 adjacent each end of eachpair of brake. shoes, and each of the blocks 10 has" one of the links 14 with its roller.16. It is desirable of course that these links 14 be shifted simultaneously for the purpose of operating the brake. Inorder to effect this simultaneous actuation of the links the same are connected by strips 18 which can be adjustably connected at 19 by a turnbuckle or the like, said strips being mounted on the bearing pins 20 of the rollers 16 as shown especially in Figure 6. Interposed between and secured to the connecting strips is a cross member 21 having a stem 22 projecting therefrom and slidable within a guide lug 23. A spring 24 is mounted on this stem and bears at one end against the connecting member 21 and at its other end against the lug 23 so as thus to exert a constant thrust against the member, 21 and cause the strips 18 to hold the rollers 16 normally thrust back from under the points of connection between the links 14: andthe block 20. Thus the links will not support the blocks 10 in their highest position but, instead, will support them in the positions indicated by broken lines in. Figure 6. The strips 18 are connected, at one end, by a cross rod 25 engaging the lower end of a crank arm 26. This crank arm extends downwardly from one end of a cross shaft 27 journaled on the channel beams 1 and extending transversely of but below the track rails. Ahead 28 is secured to one end portion of the shaft 27 so as to rotate, therewith, and hingedly connected to this head is a tripping lever 29 curved in the direction of its length and supported close i to one side of the one of the track rails but Ca outer ends of these levers are connected by 1 links 32 to blocks 33 interposed between and secured to the strips 18. The inner ends of the levers are connected by links 34L to a rod 35 mounted within a guide 36 and arranged between the sides of the track. Pivotally mounted on opposite sides of the rod 35 are latchlevers 37 having beveled heads 38 for engagement with a tapered collar 39 carried by the rod 35. A spring 40 interposed between the latch levers serves to hold the heads 38 normally pressedtoward each other.

A toggle 11;. connects the levers at one end to the core 12 of a solenoid 13. Under normal conditions the collar 39 is out of engagement with the heads 38'of the latch lever, the parts being positionedsubstantially as shown in Figure 1.

The blocks 10 are mounted for up and down movement between the guide members 3' and additional guide members as securedbetween the channel beams 1, these guide members 3 and lt serving to hold the blocks 10 against movement longitudinally of the beams 1 during the application of the brake. Furthermore the gu de members 3 an be braced by means of or Yl members 4-5 bolted or otherwise connected thereto as shown in Figure '2.

Arranged at any suitable point within the railroad yard is a housing46 in which arranged an electric motor 17 the shaft 48 of which has a worm 59 adapted to drive a worm gear 50. This gear is secured to-a shaft 51 having a small gear 52 rotatable therewith. A frame 53 is pivotally mounted within. the housing and carries a segmental gear 5 1 provided with a cam 55. A stop 56 is carried by the cam and a spring 57, which is attached to the segmental gear and to the frame 53, serves to hold the stop normally pressed against the frame 53, shown in Fi 'ure 10. A to le 58 is connectedto and ca 23b interposed between the frame 53 and one wall of the housing l6, so as to hold the segmental gear 5 1 normally spacedfrom the small gear 52. This toggle is connected to the core 59 of a solenoid 60.

Mounted oncthe I-heams l adjacent one end ofthe brake shoe is a yieldingly sup-1 ported strip 61 normally spaced from a contact spring 62 but adapted, when. depre d to move said contact spring against a fi contact 63. These contacts are of (0111.2 normally insulated from each other and from the'strip 61 as shown in Figure 1 1. The two contacts 62 and 63 arerelectrically connected to the solenoid so that when these contacts are broughttogether the sole noid' will be energized and the toggle 58 actuated to draw the segmental mesh with the gear 52. V

A rock shaft 64 is journaled in the housing 46 and has an arm 65 extending into the path of the cam 55. Another arm 66 is extended from the shaft 6 and engages a roller 67 carried by one'end of lever 68. This lever is electrically connected as at 69 to a battery 70 or other source of electricity and to the solenoid 13. In the path of lever 68 but normally spaced therefrom is a staat 72, tothe solenoid 13. v r

Under normal conditions the parts are positioned as illustrate'dinFigures ,1, 2 and 10. When the parts are to be operated the motorl'? is set inoperation and this opera tion continues uninterrupted aslong as desired. The motor therefore serves to drive the shaft 51continuouslyv but as the gears 52 and 5 1 are normally out of mesh, this rotation of the shaft will not produce any results under ordinary conditions. Then a car approaches the track brake, the advanc tionary contact 71 electrically connected, as

in r wheels will pass between the outwardly diverging ends 73 of theshees 8, but immediately prior to this, one of the wheels will move onto and depress t -e tripping lever 25 The depression of this leviwill result in a pull being exerted through the crank arm 26 and the strips 18 upon the lower end portions the links with the result that these links will be swung away from theposltion shown for example in Figure2to' an almost vertical position as shown in Figure l. The blocks 10 will therefore be elevated from the broken line position shown in Figure 6 to the full line position and as the weight of the car. is received by the rails 7 above the beams 4, said beams l will be thrust downwardly under the weight and depress the fingers 11. As a result of this action the brake shoes will be pressed firmly against opposed faces the wheel passing therebetween with the result that the movement of the car will be retarded. "When the trip lever 29 is depressed explained, the strips 18 are pulled lon rudinany. Motion will be transmitted through the links and levers 31 to the links and therod 35 with the result that the I the rod 85 *ill be forced against and between the heads 88 with the result that these heads and the latch levers 87 wi l snap into engagement with the collar 39 as shown in Figure 3, thereby holding the parts against retrograde nim'einent. Immediately ifbllowing the actuation the parts as explained the rails 7 and the beams 4 supporting the same will be caused to sag slightly under the weight of the car passing therealong and this sagging action will be suflicient to cause the beams l depress the lingers '11 and cause the levers 9 to swing toward eachcther. Consequently the brake shoes will be pressed tightly against opposed faces of the wl eels of the car and t 1e movement of, the car greatly retarded.

As the sin le car being retarded ap proaches the far end of the brak mechanism of the wheels W will depress the strip 61 and thereby close the circuit to the sole, n-oi d 60. This will result in the actuation of the toggle 58 to swing the frame and more the segmental gear 54: into mesh with the gear 52. Consequently the segmental its cam 55 will move away from their normal positions, the cam coming ag iinst the arm and causing the arm 66 to swing against the lever 68; Thus the circuit to the solenoid 43 wi l be closed by the contacts 71 and 68 with the result that the toggle 4:. will be shifted to swing the latch levers 37 relative to each other and thereby to disengage the heads 38 from the collar As the springs 24 have been held under compression by the latch levers 37 and the parts restrained thereby, these springs promptly shift the strips 18 and the links 14;

tr pared collar 39 on will be.

I will when collar39 is released with the result that the brakeshoes 8 will swing outwardly from the car wheels due to the downward movement of the blocks 10 and consequently lowering of the fingers 11 relative to the beam 4, After the circuit has been broken be tween the contacts 62 and 63 by the passing of the car therefrom, the spring 57 which has been placed under tension when the magnet was energized, will return the segmental gear 54: and the cam 55 to their nor mal positions, the toggle 58 dropping back.

to normal position to disengage gears 5e and 52. Of course this return movement of the parts will result in the breaking of the cirmomentary, the gear'54 will nothave time to move out of mesh with gear 51.

The brake shoes can of course be provided with removable'triction strips 7 l which can be readily repaired or replaced, when worn.

Although thehousing 46 has been shown provided with only one solenoid 60, it is to be understood that other solenoids and mechanisms cooperating therewith can be used in the housing these mechanisms being provided for different b 'akes or retraders located at diilerent, points in the railroad yards. In other words the electrical apparatus, other than the latch levers and their solenoids can all be located in a single hous ing located at-some convenient point.

hat is claimed is:

l. The combination with a track rail and a Jun downwardly movable support therefor, of w a traclr brake'including elongated shoes at opposite sides of the rail, means operated by a car approaching the brake for shifting the shoes toward cachother and for operatively connecting the'shoes to the rail support, said support when depressed under the weight of a car thereon, being adapted to press the shees toward each other when operatively connected to the rail support.

2. The combination with a track rail and a downwardly yieldable support therefor, of a track brakeincluding-elongated shoes at opposite sides of the rail, levers supporting the shoes, means operated by a car approach ing a brake for shifting the'levers against therail support to move the shoes toward each other, said suport when subjected to the weight of the car being adapted to impart further movement to the levers, thereby to press the shoes against opposite sides car wheel mounted on the rail.

The combination with a track rail and a yieldable support therefor, of a track brake including elongated shoes at opposite sides oi? the rail, levers supporting the shoes, means operated by a car approaching the shoes -for lifting the levers thereby to press them against the rail-supporting means and swing the shoes toward each other, means for automatically locking the levers and Ole - shoes in said position, said rail supporting means for automatically locking the levers and the shoes in shifted positions, said rail supportingmeans, when subjected to the weight of a car, being adapted to further actuate the levers to press the shoes against the sides of the car wheels, and means controlled by a wheel of the car while passing between the shoes, for unlocking the shoes and lovers.

5. The combination with spaced upstand ing guides,a beam mounted therein to yield under the weight of a load, and a tr clc rail supported by the beam, of elongated brake shoes adjacent the sides of but above the rail, movable means for supporting the shoes normally away from the rail, means actuated by a car approaching the shoes for shifting said movable means relative to the beam thereby to move the shoes toward the rail therebetween, said movable suporting means and the beam cooperatingto press the shoes against the sides of the wheels of a car on the rail when the beam is subjected to the weight 01"- said car.

6. The combination with a track rail and a beam supporting the same adapted to yield when subjected to a load, of elongated brake shoes at opposite sides of but above the rail, means operated by a car approaching the shoes for elevating the shoes relative to the rail and swinging said shoes toward each other, a latch for automaticallyfastening the shoes in elevated positions, said means and the shoe shifting means cooperating to pressshoes at opposite sides of but above the'rail,

means operated by a car approaching the shoes for elevating the shoes relative to the rail and swinging said shoes towarc'l each other, latch for automatically fastening the shoes in different positions, said means and the shoe shifting means cooperating to se the shoes against the sides otthe nheels of the car on the rail when the rail and th supporting beam are subjected to the weight of a car, and means operated by the car when moving relative to the shoes, for releasing the shoes, said means including a solenoid operatively connected to the as tenii'ig means, an electrically operated gear shift, a circuit closer controlled by the gear shift electrically connected to the-sole noid. 7

8. The combination with a track rail and beam supporting the same adapted to yield when subjected to a load, of elongated brake shoes at opposite sides of but above the rail, means operated by a car approaching the shoes for elevating the shoes relative to the rail and swinging said shoes toward eachother, a latch for automatically fastening the shoes 1n dillerent positions, said means and the shoe shifting means cooperating to cn sul -ected to a load, of elongated brake V v v Elli press the shoes against the sides of the wheels V g of the car on the rail when the rail and'the supporting beam are subjected to they weight of a car, and means operated by the car when moving relative to the shoes for releaslng the shoes, said means including a solenoid adapted, when energized, to actuate the fastoning means to release. the shoes, a switch for controlling a circuit to the solenoid, a motor, a gear normally uncoupled therefrom, an electrically operated gear shift controlled by the last named car actuating means for coupling said gear to the motor, and means operated by the motor for actuating the switch and the solenoid.

In testimony that I claim the foregoing as my own, I have hereto afiiXed my signature.

\VALTER MINER.

Images