US1827162A

US1827162A - Brake structure

Info

Publication number: US1827162A
Application number: US276606A
Authority: US
Inventors: John A Miller
Original assignee: Individual
Current assignee: Individual
Priority date: 1928-05-10
Filing date: 1928-05-10
Publication date: 1931-10-13
Anticipated expiration: 1948-10-13

Description

J. A. MlLLER BRAKE STRUCTURE Oct. 13, 1.931.

Filed May 10, 19 28 p do Patented Oct. 13, 19 31 UNITED STATES JOHN A. MILLER, or HOMEWOOD, ILLngoIs BR KE STRUCTURE Application filed. May 10,

My invention relates to brake structure designed particularly for use in connection with pleasure railways and operable from a distance to'graduallycheck the speed where necessary andfor smoothly and gradually bringing cars to a stop at the end of a trip without jarring or other inconvenience to the passengers, and without undue strains upon the cars or track structure.

An important feature of the invention is the provision of eccentric pressure units for forcing together two brake beams between which brake shoes on the cars are adapted to pass. Other features of the invention in- Volve improved construction, arrangement and adjustability.

The various features are incorporated in the structure shown on the accompanying drawings, in which Fig. 1 is a plan View of a portion of track showing my brake. structure mounted there Fig. 2 is an enlarged section on line 9r2 Fig. 1, and showing a car, in rear elevation, on the track,

Fig. 3 is a plan view of one eccentric unit and the brake beams, in open position, associated therewith,

Fig. 4 is a similar plan view showing the unit in operation to shift the brake beams toward each other into braking position, and

Fig. 5 is a section on plane'5-5 Fig. l.

The brake structure is mounted on the road bed of the railway in the path of the cars. I have shown ties 10 supporting the rail timbers 11 on which areT-he rails 12 for the wheels 13 of cars C. The brake structure comprises a brake beam 14 which is rigidly secured to the ties as by bolts 15, the beam being set on edge and extending parallel with the rails and having secured thereto along its inner face at the top thereof a metal brake or friction strip 16.

A beam 17 rests flat on the ties alongside of but spaced away from the stationary brake beam 1 1 and serves as a support for the movable brake beam 18 which is mounted thereon to be opposite the beam 14. The beam 18 has secured thereto the metal brake or friction strip 19 and between these brake strips 1928. ,serial' No. 276,696.

passes the brakefin or shoe 20 secured to and depending from the cars which travel on the track. The brake shoe may be the vertical flange of a length of angle bar secured by its horizontal flange to the car as'shown.

For controlling the braking pressure of the brake strips against the brake shoe I employ a plurality of eccentrically operated units operable from a distance to powerfully movable brake beam 18. The shaft also extends through the supporting beam 17 and at its lower end has secured thereto an operating lever 27.

The supporting beam for the eccentric units is not secured to the ties but is adjustably anchored to the stationary brake beam 14 by bolts28. These bolts take up the'strain of the braking pressure and by means of them the gap between the brake strips can be readily and accurately adjusted.

The levers of the various eccentric units are connected at their'outer ends to a common operating rod 29 upon which a powerful pull can be exerted by suitable hand or power operated means (not shown), and such means can be at some distance from the brake strucr in open position ready to receive the brake shoe of an approachlng car, and to permit ready entrance of the shoe, the

ends

14 and 18 of the brake beams are flared as clearly shown in Fig. 1. As soon as the brake shoe has entered the braking gap, the. operator exerts pull on the rod 29 to swing the levers and thereby rotate the eccentric disks in their frames 25 with the result that the movable brake beam 18 is powerfully forced toward the stationary brake beam and the car oralze shoe is clamped or squeezed between the bra k ing or

friction strips

16 and 19 and th motion of the car can be checked to the degree desired depending upon the braking pressure exerted. The brake structure could also be set for any desired braking action before it is engaged by a car, the flared or rounded ends of the brake beams permitting the car brake shoe to readily enter between the beams.

Figs. 2, 4 and 5 show the brake structure in braking position, the eccentric dis rs having forced the movable beam 18 along the supporting beam 17 and toward the stationary beam 1% to squeeze the brake shoe. To bodily set the eccentric units relative to the stationary brake beam, or to compensate for wear of the brake strips or shoes, the nuts 28 of the bolts 28 are properly turned until. the desired adjustment or condition is obtained.

As shown in F 2 the safety rollers 39-, which cooperate with the safety rails 38 to keep the car to the rails, will serve also to keep the brake shoe in alinement to properly enter the brake structure.

The throw of the movablebrake beam from open to braking position is comparatively small and by virtue of the eccentric units and their long operating levers itrequires only a light pull on the operating rod to effect powerful braking and such braking can be smooth and graoual without jarring or inconvenience to the passengers or undue strain on the cars or brake structure.

I do not desire to be limited to the exact construction and operation shown as modifications are possible without departing from the spirit of the invention.

I. claim as follows:

1. In brake structure of the class described the combination of a stationary brake beam, a. movable brake beam, aplurality of stationary bearing bases alongside of said movable beam, a cylindrical cam disk on each base and a shaft extending eccentrically therefrom through the base, a cylindrical bearing frame receiving each disk and secured to said movable beam, a lever extending from each shaft, and an actuating rod connected directly with said levers.

2. In brake structure of the class described, the combination of a stationary brake beam, a supporting beam alongside of said stationary brake beam, a brake beam movable on said supporting beam and extending parallel with said stationary beam, bearing frames rigidly mounted on said supporting beam, cylindrical cam disks on said frames for cooperating with said movable brake beam, shafts extending eccentrically from said disks and journaled in said. bearing frames, levers extending from said shafts, means for swinging said levers to simultaneously actuate said cam disks to shift said movable brake beam relative to said stationary brake beam, and means for bodily adjusting said supporting beam relative to said stationary brake beam. 3. In brake structure of the class described, the combination of a stationary brake beam, a supporting beam alongside of said stationary beam, a brake beam movable on said supporting beam toward and away from said stationary beam to vary the braking gap between said brake beams, bearing frames secured on said supporting beam, eccentric pressure members mounted on said frames and operating shafts extending therefrom and iournaled in said frames, levers extending from said shafts, a common actuating rod for said levers, and bolts anchoring said supporting beam to stationary beam. by means of which said supporting beam may be adjusted relative to said stationary beam. In witness whereof, I hereunto subscribe my name this 30th day of April, 1928.

JOHN A. MILLER.