US1789736A - Brake-rigging - Google Patents

Description

Jan. 20, 1931. J. w. FoYLE 1,739,735

BRAKE HIGGINS' Filed March 1o. 1927 z sheets-sheet 1 QN kNl WN NN NN Jam.` 20, 1931. J w. FOYLE 1,789,736

BRAKE RIGGING Filed March l0. 1927 2 Sheets-Sheet 2 Nl in mi k Patented Jan. 20, '1931 JOHN w. FoYLE, 'OF KANSAS ,crrygmlssfounr AssIGNoR 'ro GUs'ilv-BAconMinitrixic-v TURING Co., OFXKANSASOITY; Missoula, YA CORIfoRA-TION 0F MISSOURI,

BRAKE-mesme. p'

My invention relates, more particularly, to brake-rigging for railway cars involving mechanism by whichv the slack between brakei,

`ibra-keetaff ,8 is mjy improved mechanism wwhifch) comprises a v'sheave- 10 rotatably IInounted on a ,jOur-rialling, pin ,131, securedfin the outer fextremities of ve'rtically. spaced mechanism and the actuating element therefor, as for example and more particularly, a manually operable element, maybe quickly taken up and thereafter suiicient power eX- erted by the actuating element to produce a degree of pressure of the brake shoes against the wheels Anecessary and desirable; to effect proper setting of the brakes.

My object is to provide a novel, simple, inexpensive and positively operating mechanism for accomplishing 4the purposes stated which may be incorporated in brake-rigging operated manually only, or brake-rigging operated selectively, either by power as for eX- ample compressed air, or manually. l

Referring to the accompanying drawings: Figure 1 is a broken plan sectional view of Vthe frame structure of a railway car equipped with brake rigging in accordance with my invention. Figure 2 is a broken view insectional elevation of the structure shown in Fig. 1, the section being taken at the irregular line 2 2 on Fig; 1 and viewed in the direction of the arrow. Figure 3 is an enlarged sectional view taken at the line 3 on Fig. 2

and viewed in the direction of the arrow; and

Figure 4, an enlarged sectional view taken at the irregular line 4 4 on Fig. 1 and viewed in the direction of the arrow. u

VIn the constructionV shown the member through the medium of which the brake.- rigging mechanism is operated to set `the brakes, and which may be the. hand brake rod commonly provided in air-brake mechanism and Operativelyilexibly connected with the push rod thereof and by which the brakes are set manually, is represented at 5, it being understood that when this rod 5 is shifted to the right in Figs. l and2 the brake mechanism controlled thereby is moved to braking position.

One of the center sills and an end sill of 1 the car are represented, respectively, at 6 and 7, the latter rotatably supporting a vertical brake-statin 8 equipped at its upper end, in ac- Fig. l at 9. p c c" c interposed betweenv the-me` v ben 5 and; the

` hand lwheel frepresented by -V dotted lines l i bracket arms 124 and flS-grigidlyconnected ywith the sill vmember 6y ande-extending laterally therefrom.` Extending around jthe-,f .sheave 10 isa flexible element, -shownga-si-,a

chain 14.' attachedgat o neend'to the sheave,

as Ythough the medium,.of.,a{bolt .15 carnied 4bythesheave andvextendinggthroughftheterminal 'link ofthe; chain,the othen .entl-,ofthis l chain beinggrigidly,connected-'with .thebrakestati 8, as indicated at 16, the arrangement-qt the parts ,justdescribedbeingg such 4that when the -brakestai 8 lis :rotated inl clockwise direction -in;Fig. 1; thelchain will; be;- wound,v upon thebrake-staffl and unwound. fromthesheave l() therebyrotatingithe latten in `clockwise the sheave lOisprOVided atg'onefend withya 4The ,pinion 17 f, and segmental .'geartrl-S vare adapted for cooperationwvithzraoks 19, and

20, respectively, with which they :successively engage in theoperationfof; thegmechanism, 'the vracks .1-9 and 120 being l operatively -v con- 1 nectedwiththe rod opreferablythroughf, the mediunrof a-.yoke-shaped member 21 carrying theseracfksgon yokearms 'andgpivotally connected atf22` witlrthe rod 5. Y Theyarmstof the yoke21 contain slots,23 andQ- through wliich; the lends of the hub; O-@thejshe'ave ,10 .extend,;whe11eb,y thisgyyoke is; supportedo n -thensheave Y structure,A while adaptedffor movement .relative \theret o :in garldirectiopn.

lThe operation of-'thef mechanism; is as fol-4 flows Assuming; tliatthef parts of; the mecha- Vznism are in the positionshownfin the :drawings, in whichV .position Athe-,b,ra-kes controlled cordance with common practice, withv a rtherebyfare Vreleased.,yrotationi ofthe brakep manually operable element, as for example a .-stafff 8 incloc'kwisedirectioninFgg,ilrotates i loA the sheave 10 and consequently the pinion 17 and segmental gear 19 in clockwise direction in this figure. In this normal, brake-released, position of the parts the segmental gear 18 is in mesh With one end ofthe rack 20, and therefore when the staff 8 is'rotatablel as stated the member 21 and rod 5 are shifted to the right in Figs. 1 and 2 to take up the slack in the brake mechanism. As',v the gear 18 moves out of mesh with the rack. 20, in the continued rotation of the brakestaff 8, the rack 19 moves into mesh With the pinion 17 so that the remainder ofthe move- Vment of the member 2l androd 5 to the right in Fig. 2, is effected through this piniondrive, in which operation the brakes are moved to set condition. 'i

Inasmuch as the radius of the Asegmental gear 18 is greater than the radius of the pinion 17, the member 21 and rod 5 are actuated from the brakeestaff 8 initially at a greater speed and With the exertion of less leverage than during their operation by the engagejment of the pinion 17 With the rack 19. rIhus plication of force thereto, by the pinion 17, is

substantially in line With the rod, thereby avoiding canting of the rack.

third member operatively engaging With said shiftable member and provided With a pair of racks located at opposite sides of said rotatable member, said third member being slotted and said racksvbeing adapted to respectively engage With said sets of gear teeth insuccession in the rotation of said rotatable Vmember, means actuated by said element for rotating said rotatable member, and means en'gagea'ble `with said third ymember at the Vslotted portion of thelatter forl ensuring engagement of said sets of gear teeth with said racks.Y l y JOHN W. FOYLE.

While I have illustrated and described a *Y particular construction embodying my inl 'Ventiom I do not WishY to be understood as 1nadapted, when shifted, to actuate the brake mechanism, a rotatable member having sets hand-operated element, a shiftable member of gear teeth located at opposite sides of said rotatable'member and at difl'erentdistances from said axis, a pair of racks by Which'said shiftable member vis operated and adapted to respectively engage With said sets of gear 'teeth in succession in the rotation of said ro- 'tatable member, and means actuated by said element for rotating said rotatable member.

2.' In brake-rigging, the combination of a .Y j

hand-operated element', a shiftable member adapted, When shifted, -to actuate the brake mechanism, a rotatable member having sets f Of gear teeth located at opposite sides thereofl and at different distances from said axis, a

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