US1906359A

US1906359A - Brake mechanism

Info

Publication number: US1906359A
Application number: US391156A
Authority: US
Inventors: James P Begley; Edwin E Arndt
Original assignee: American Steel Foundries
Current assignee: American Steel Foundries
Priority date: 1929-09-09
Filing date: 1929-09-09
Publication date: 1933-05-02
Anticipated expiration: 1950-05-02

Description

' May 2, 1933.

J. P. BEGL EY ET A BRAKE MECHANISM James P Beglay InUe JE-rs- Patented May 2, 1933 warren STATES JAMES P. BEGLEY, OF CHICAGO, ILLINOIS, AND EDWIN E. ARND'I', OF HESSVILLE,

INDIANA, ASSIGNQR-S T0 AIKERICAN STEEL FOUNDRIES, OE CHICAGO, ILLINOIS, A

CORPORATION 6F NEW JERSEY BRAKE MECHANISM Application filed September 9, 1929. Serial No. 391,156.-

This invention pertains to track brake apparatus for cooperation with car wheels for retarding the same, and more particularly to particular brake shoe construction adapted to be associated with rails for car retard- %Vith the old style of brake shoe generally now in use, either of the double beam or single beam type, the face of the shoe which is adapted for cooperation with the vehicle wheel is disposed substantially at the top of the supporting beam therefor, i. e., it is of the L-shaped type, the supporting beam being adapted to be actuated by apparatus through coiled springs or the like.

In a rolling wheel, the point of contact on the rail is momentarily stationary while the diametically'opposite point on the circumference is moving with a velocity twice as great as the wheel center or of the car itself, therefore, the most efiective point to apply the retarder shoe for braking action would be at the top of the wheel. However, such location is impossible due to the character of the car or truck side frame construction, making it necessary to apply the shoe closely adjacent to the wheel level, the only possible variation in the height of the shoe being over a relatively small distance upwardly from the bottom edge of the wheel rim. A certain increase in braking power might be realized by raising the retarder shoe, provided the springmechanism would transmit its force properly at this higher position. However, in the usual spring applied brake shoe mechanism, the centers of the springs are about on the same level as the top of the rail, and the center of shoe pressure therefore must be in substantial alignment with the centers in order to have a proper braking action. The points of application or retarding surfaces of the usual brake shoes now in operation are considerably higher than the centers, being at substantially the height of the supporting beam wherebythe center of pressure is practically on the edge of the spring, having the effect to tilt" the 1 shoe, thereby decreasing the area of contactand also throwing bending stresses on the various elements which maintain the retarder springs in position.

With the usual L-shaped brake shoe the pressure is applied eccentrically on the beam, and on account of the distance above the tread at which the shoes grip the wheel there is a tendency of the rolling wheel to tip the beam longitudinally of the shoe which of course is undesirable. There is also a tendency to diminish the efiective power or stiffness of the spring, that is, to decrease the force with which thespring presses theretarder shoe against the wheel, causing a marked loss of braking power, this loss amounting to substantially of the applied power. The brake shoe cannot be raised to too great a distance for the reason that in raising the shoe the contact area is first increased slightly and then decreased as the shoe is raised more and more. 'Raising the brake shoe causes increase of the moment on the retarder shoe whereby additional stresses are put on the various elements which hold the retarder shoe in position. The position of the springs cannot be raised to accommodate this raise in the shoes, for the reason that the spring centers must be kept at approximately the same vertical position for car clearance, and it is therefore evident that the retarder shoe must be ap plied as close to the bottom of the Wheel flange as possible in order toobtain proper loading of the springs. Considerable trouble has also been experienced in braking light cars with the old type of shoe, especially when the pressure applied is too great as the wheels climb the brake shoes and ride on the same,-resulting in the derailment of the cars, with the consequent damage to equipment and serious delay in putting that section of the track out of commission.

It is therefore an object of this invention to provide track brake shoes which will be equally efiective in retarding operation on any type of track vehicles.

Another object is to provide a brake shoe wherein the retarding area is located to provide guard means for the Wheel of track veiicles.

Still another object is to provide a cast steel brake shoe which will be of long life, of efiective operation and will fulfill all requirements of manufacture and service.

A further object is to provide track brake mechanism wherein it is possible to utilize substantially the entire applied force as braking force.

till further object is to provide track brake mechanism wherein a substantial eficctive braking area is provided, and one in which the tendency of tipping of the brake shoes is substantially diminished.

ith these and various other objects in view the invention may consist of certain novel features of construction and operation, as will be more fully described and particularly pointed out in'the specification, drawing and claims appended hereto.

In the drawing, which illustrate an embodiment of the device and wherein like reference characters are used to designate like parts- Figure 1 is a fragmentary sectional elevation through a vehicle wheel and track rail, showing the cooperation therewith of the improved form of brake shoe;

Figure 2 is a longitudinal elevation of one of the end inside brake shoes, the same being taken substantially in the plane as indicated by the line 22 of Figure 1;:

Figure 3 is a top plan view of the brake shoe illustrated in Figure 2;

Figure 4 is a longitudinal elevation of one of the end outside brake shoes, the same being taken substantially in the plane as indicated by the line 44 of Figure 1;

Figure 5 is a top plan view of the brake shoe illustrated in Figure 4; and

Figure 6 is a fragmentary side elevation of a portion of the track rail, showing the application of the improved outside brake shoe to a vehicle wheel.

In the improved brake shoe arragement, it will be understood that the actuating mechanism is of any preferred type, such as of the annauer-lVilcoX type, wherein inside and outside brake beams 10 and 12 are actuated by suitable mechanism through coiled

springs

14 and 16 disposed between inwardly directed

flanges

18 and 20 provided on the brake beams-said brake beams being provided with

flanges

22 and 24 adapted for supporting relation with the

brake shoes

26 and 28. The brake beams may be of the solid or jointed type, if of the solid type the brake shoes where made in one piece have approach portions (described later) at both ends but where of the jointed type or where the shoes are made in sections, only the end shoes have an end approach portion. The brake shoes are provided with projecting

portions

30 and 32 providing effective wheel engaging surfaces 34 and 36 for contact with the inner and outer faces 38 and 40 of the vehicle wheel 42 as it rolls along the rail 44 when the brakes are set. 'The

brake shoes

26 and 28 are preferably cast whereby it is possible to provide apertures 46 for the reception of a T-sha-ped holding bolt for fastening said shoes to their respective brake beams. The apertures are formed with a parallel sided aperture 48 for the reception of a T-headed bolt, said aperture having an inner enlarged portion 50 located substantially at right angles to the entrance, forming

stops

52 and 54 whereby after the head of the bolt is inserted, it may be rotated through an angle of 90 for locking the bolt in operative position in the brake shoe. The shoes may then be supported in proper position on the brake beams through said bolts, proper apertures being provided in said beams for the reception of said bolts.

The inside brake shoe is of substantially T-shape section, as viewed in Figure 1, it being provided with a sloping portion 56 extending from the end thereof and merging into the wheel engaging braking surface 34, the sloping portion being for the entrance of the wheel into the-track brake mechanism in case the mechanism is not in full released position. It will be seen that the wheel engaging portion 34 of the inside brake shoe is fairly deep and engages a substantial portion of the inside of the wheel, and that the center of the braking surface is closely adjacent to the center of the spring 14. The outside brake shoe is also provided with a sloping portion 58 merging intothe wheel engaging braking surface or area 36, the depth of the braking surface being substantially equal to the depth of contacting portion 40 of the wheel 42 and being located at the height of this portion of the wheel. Due to the configuration of the car wheels, this braking surface 36 is substantially raised with respect to the braking surface 34 of the inside brake shoe, though it will be seen that this surface is closely adjacent to the center line of the spring 16 and considerably closer than the usual brake shoe arrangement. By reference to Figure 6, it will be .seen that the brake shoes are arranged so that a considerable area of the brake shoe is operated to apply the brake shoe to the wheel through the

springs

14 and 16 whereby effective braking action is provided. The shoes are so disposed so that both initially and after wear of either the shoes or wheels, the shoes are not below the wheel rim whereby dangerous ridges would be made in the shoes causing derailing and the like. The shoes are also so formed that they provide a

guard rail portion

60 and 62 to prevent any tendency of derailing from any cause, and to protect the associated mechanism in case of derailing.

It is to be understood that we do not wish to be limited by the exact embodiment of the device shown, which is merely by way of illustration and not limitation, as various and other forms of the device will of course be apparent to those skilled in the art without departing from the spirit of the invention or the scope of the claims.

WVe claim:

1. In a retarder shoe arrangement, the combination of a pair of brake rails disposed adjacent a track rail, means for moving said brake rails toward said track rail, said means including resilient members, brake shoes carried by said brake rails and having wheel engaging braking portions for contacting a vehicle wheel on said track rail, said shoes having an upwardly extending guard rail portion thereon, said braking portions being located below said guard rail portion.

2. A retarder shoe including a cast elongated metallic member having a braking portion extending outwardly from the body portion of said member and so disposed as to provide a brake shoe having a substantially T-shaped section, said braking portion merging into the top of said body portion through an upwardly extending guard rail portion.

3. A retarder shoe including a cast elongated metallic member having a braking portion extending outwardly from the body portion of said member and so disposed as to provide a brake shoe having a substantially T-shaped section,said braking portion merging into the top of said body portion through an upwardly extending guard rail portion, the center line of said braking portion substantially coinciding with the center line of said shoe.

4. A retarder shoe including an elongated metallic member having a braking portion extending outwardly from the body portion of said member and so disposed as to provide a brake shoe having a. substantially T-shaped section, said braking portion merging into the top of said body portion through an upwardly extending guard rail portion.

5. A retarder shoe including an elongated metallic member having a braking portion extending outwardly from the body portion of said member and so disposed as to provide a brake shoe having a substantially T-shaped section, said braking portion merging into the top of said body portion through an upwardly extending guard rail portion, the center line of said braking portion substantially coinciding with the center line of said shoe.

6. A retarder shoe including a cast elongated metallic member having a braking portion extending outwardly from the body portion of said member and so disposed as to provide a brake shoe having a substantially T-shaped section, said braking portion merging into the top of said body portion through an upwardly extending guard rail portion, the center line of said brakin portion substantially coinciding with the center line of said shoe, the body portion of said shoe having slotted portions therein for the reception of heads of T-headed securing means, said slotted portions being formed With an angularly extending head receiving portion whereby the head of said means may be inserted and partially moved to lock said means to said body portion.

7. In a retarder shoe arrangement, the combination of a track rail, brake rails disposed adjacent said track rail, means including a resilient member for moving each of said brake rails toward said track rail, a brake shoe carried by each of said brake rails, said brake shoe being substantially T-shaped in section and having its braking surface disposed adjacent the top of said track rail, said shoes having an upwardly extending guard rail portion thereon, said braking surfaces being located below said guard rail portion.

Signed at Chicago, of September, 1929.

JAMES P. BEGLEY. EDWIN E. ARNDT.

Illinois, this 3rd day