US2075321A - Control mechanism for empty and load brakes - Google Patents

Description

March 30, 1937. w. E. INE 2,075,321

CONTROL MECHANISM FOR EMPTY AND LOAD BRAKES Filed Oct. 18, 1935 5 Sheets-Sheet l W. E. WINE March 30, 1937.

CONTROL MECHANISM FOR EMPTY AND LOAD BRAKES Filed Oct. 18, 1955 s Sheets-Sheet 2 March 30, 1937. w. E. WINE CONTROL MECHANISM FOR EMPTY ANb LOAD BRAKES Filed Oct. 18, 1935 3 Sheets-Sheet 3 glwucnto'r/ m a". M

L; Strum- Patented Mar. 30, 1937 UNITED STATE ATENT OFFICE CONTROL MECHANISM FOR EMPTY AND LOAD BRAKES My invention relates to railway cars and more particularly to mechanism for varying the braking power of the fluid pressure brake systems of railway cars in accordance with variations in the condition of loading of the car.

The principal object of the invention is to provide means subject to the pressure of lading within the car for cooperating with mechanism controlling the operation of apparatus capable of varying the braking power of the brake system.

A primary feature of the invention consists in providing, in combination with mechanism having a fluid pressure operated member movable different distances for controlling the operation of apparatus for varying the braking power, means adapted to be actuated by the pressure of lading within the car for limiting the extent of movement of the fluid pressure operated member.

Another feature of the invention consists in associating with the fluid pressure operated member controlling the operation of apparatus for varying the braking power of the brake system a member which is responsive to the pressure of lading within the car and has a portion movable into and out of a position for arresting movement of the fluid pressure operated member.

Other features of the invention, residing in advantageous forms, combinations and relations of parts, will hereinafter appear and be pointed out in the claims.

In the drawings:

' Figure l is a vertical sectional view illustrating the invention applied to the slope or floor sheet of a railway hopper car.

Figure 2 is an end View of the construction illustrated in Figure 1.

Figure 3 is a detail sectional view taken on line 33 of Figure 2.

Figure 4 is an under side view of the construction illustrated in Figure 1, parts being broken away.

Figure 5 is a sectional view taken on line 5--5 of Figure 1.

Figure 6 is a diagrammatic view illustrating the apparatus for varying the braking power of the fluid pressure brake system of a railway car and the valve mechanism for controlling operation of the apparatus, the difierent parts being shown in their normal positions which correspond approximately to the positions they occupy when the car is loaded.

While the invention has been illustrated as applied to the floor or slope sheet of a railway hopper car, it will be evident that it may be associated with other sheets or walls of the car defining the lading containing space and also that it is not limited in its application to cars of the hopper type.

The apparatus for varying the braking power of the fluid pressure brake system of the car may be of any desired form of construction, the apparatus shown in the drawings being of the type whereby the braking power is varied by changing the leverage ratio of the brake rigging of the car. This particular apparatus, described and claimed in my copending application, Serial No. 45,665, filed October 18, 1935, includes a pressure operated cylinder 1 and a distributing valve mechanism 2 having a slide valve 3 for controlling the flow of fluid pressure through a pipe 4 to the operating cylinder. The distributing valve mechanism preferably receives fluid pressure from the train pipe (not shown) of the fluid pressure brake system of the car through apipe '5. The operating cylinder has an expansi-ble and contractible bellows 6 to the inner end of which is connected a rod 7 and a guide sleeve 8. A helical spring 9 encircling the sleeve 8 is provided for maintaining the rod and sleeve in their innermost positions within the cylinder. Associated with the cylinder 4 is mechanism for varying the leverage ratio of the brake rigging (not shown) of the car-of the type disclosed and claimed in my copending application, Serial No. 8,372, filed February 26, 1935. This mechanism includes a brake lever formed of two pivotally connected sections Ill and H and a membraking force of less magnitude than when member-l2 assumes a position (see Figure 6) in which it is incapable of restraining movement of section Ill and the sections are, therefore, movable together as a substantially rigid unit. The end of member 12, which is cooperable with section in of the brake lever, is supported by links l4 pivotally connected to a bracket to which the brake lever may also be pivotally connected and the other end of member 1'2 is movably-connected to the outer end of rod 1 of the operating cylinder by a bell crank lever l6, which is also pivotally mounted on bracket 15. It will thus be evident that,-when fluid pressure is admitted to cylinder I, rod 1 causes member l2 to assume a position in which it will restrain movement of section of the brake lever but, when there is r no fluid pressure in the cylinder, rod 1, under the influence of spring 9, causes member l2 to assume a position in which it is incapable of restraining movement of section 10. Accordingly,

, by being able'to vary the leverage ratio of the brake rigging, operating cylinder l functions to vary the braking power of the brake system. Slide valve 3, although being provided with a diaphragm I! constantly subject to the fluid. pressure within the distributing valve mechanism, is normally prevented from assuming a position enabling the flow of fluid pressure to the operating cylinder 1 by a slidable bolt or'the like 18 which is disposed in the path of movement of the stem (30f the valve. Bolt I8 is provided with a pressure responsive diaphragm 20 which; when subjected to fluid pressure, is adapted to move the bolt to bring an aperture or opening 2| with which it is formed into a position for receiving .valve stem Hi. When the bolt isin this position,

slide valve 3 is free to be moved by the fluid pressure within the distributing valve mechanism to assume a position enabling the flow offluid pressure to operatingcylinder I.

The mechanism for controlling the supply of fluid pressure to diaphragm 20 andconsequently for also controlling the operation of the apparatus for varying thebraking powerof the brake fluid pressure from the casing through a pipe 26 communicating with a chamberZ'I in which diaphragm 25 of bolt I8 is located. Valve 25 is normally maintained in a positionpreventing the flow of fluid pressurejinto chamber 21 by a spring 28. I

:The flow of fluid pressure from the distributing valve mechanism 2 through pipe 26 to the control valve mechanism is controlled by a slide valve. 29. Associated with thisvalve-is a spring 39 for maintainingthe valve in a position per- .mitting the flow of fluidpressurethrough'pipe 26 until the pressure within-thedistributing valve mechanism exceeds a predetermined value, for example thirty pounds, at' which time the force exerted by the spring is overcome and the valve mechanism and establishing communication througha cavity 32 in the .valvebetween. pipe 26 and 'an atmospheric port 33 Which, if desired,

, munication with the atmosphere.

may be provided with a pipe 3a in open com- When the valve is in this. position, pressure within casing 22 is exhausted and the fluid pressure operated member is returned to the position illustrated inFigure 6 by the spring 26. From the foregoing, itwill be perceived that the control valve mecha- V nism is only supplied with fluid pressure during the interval the flui-d pressure inthe distributing valve mechanism is building up from a low or uncharged condition to a predetermined value and that the passage ofifluid pressure from thecontrol-valve to the diaphragm 20 is controlled by the fluid pressure'operated member 24. If the fluid pressure operated member 24 only moves a small amount, insufficient to'cause valve 251:0

,uncover' the port communicating with pipe 26,

bolt 1 8 will not be actuated to enable operation of l de valv b t if m mber .2 mq s i i fii ie i r is responsive to the pressure of lading within the car and which is cooperable with the fluid pres-' sure operating member 24 for controlling the ex-' tent of movement thereof, to the end that, when the car is empty or contains little lading, the

braking power of the brake system will be less than whenthe car is fully loaded or contains a substantial quantity of lading. In the embodi ment of the invention illustrated in the drawings, this means comprises a flexible diaphragm or the like 34 which is carried by one ofthe sheets or walls of the car, such as a slope or floor sheet 35, defining the lading containing space. The' diaphragm is preferably-secured to the outer side of the floor sheet and, so that it will be engaged by the lading within the car and thus be actuated between the outer portions of the diaphragm and 5 Operation of the apparatus for varying portions of the floor sheet bounding the opening is a circular ring or washer3'l. I

Secured to the floor sheet, as by bolts 38, is a supporting member or thejlike 39 having a sub stantially circular plate portion 40 arranged in overlapping relation to the outer face of the diaphragm, the plate portion being advantageously of substantially the same size as the diaphragm,

and the securing bolts 38, preferably passing through portions of the plateadjacent itspe- 1,; riphery and adjoining portions of the diaphragm; the ring 31 and the" floor sheet35. The plate portion is dished outwardly to permit flexure of the diaphragmand it is preferably formed so as to aflord a support for the major portionof the diaphragm,-when the latteris flexed outwardly by lading pressing against it.

; The central portion of the plate 40 is provided 2 I V witha recess Al, the end wall" 42 of which is formed with an opening for receiving a plunger 1.

or the like'43 connected to and movable withthe diaphragm 34. This plunger, isformed 'in'a plurality of parts sothat it may be easily connected;

to the diaphragm and it includes an elongated rod-like member 44 and two plate-like circularshapedmembers 45 and 46 respectively disposed tion 46 of the plunger when the diaphragm is moved outwardly by the pressure of lading within the car. The diaphragm is normally maintained in an inwardly flexed position by ahelical spring 49 interposed between plate portion 46 of the plunger and the end wall of recess 4|.

erably integrally, adjacent one end by a transverse member 54 and which at their other ends converge inwardly, as indicated at 55, and terminate in portions 56 overlapping opposite sides of bracket 5| for pivotal connection thereto. The side bars are arranged in overlapping relation to opposite sides of the outer end portion of plunger 43 and they are formed with registering apertures for receiving a pin 51, which extends through the plunger for pivotally connecting the arm thereto. The pin 5'! may be conveniently secured against displacement by a cotter or the like 58, which extends transversely of the pin through an opening formed therein and also through openings formed in the plunger.

The transverse member '54 of arm 50 is disposed adjacent the outer end of the fluid pressure operated member 24 of the control valve mechanism and it is provided with laterally offset portions 59 and 60 which are respectively movable into and out of the path of movement of the pressure operated member 24. Portion 59 is spaced suificiently far from the outer end of pressure operated member 24 that it will not be engaged by member '24 when the latter is actuated, but portion 69 is so arranged that it is capable of preventing member 24 from moving sufiiciently to cause valve 25 to uncover the port communicating with pipe 26 leading to chamber 21 in which diaphragm 2B is located. Furthermore, portions 59 and 66 are so disposed that, when the diaphragm 34 in the floor sheet of the car is not subjected to the pressure of lading and is, therefore, flexed inwardly by spring 49, portion 59 will be disposed in the path of movement of pressure operated member 2 2 and when diaphragm 34 is subjected to the pressure of lading causing outward flexure of the diaphragm and movement of arm 50 into the dotted line position shown in Figure 1, portion 65 will be disposed in the path of movement of member 24. It will, therefore, be evident that, when diaphragm 34 is not subjected to the pressure of lading within the car, pressure operated member 24 may be moved sufliciently to cause valve 25 to uncover the port communicating with pipe 26 and thus cause operation of the apparatus for varying the braking powerof the'brake system,but, when the diaphragm is subjected to the pressure of lading, movement of pressure operated member 24 is arrested before the member moves sufliciently to uncover the port communicating with pipe 25 and thus the apparatus for varying the braking power is prevented from operating.

It will, of course, be appreciated that the diaphragm 34 may be located near the bottom of the lading containing space of the car, so that it will be operated when there is only little lading within the car or, as is preferable, it may be located sufiiciently above the bottom of the lading containing space that it will not be operated until there is a substantial load in the car.

To protect adjacent portions of the pressure opera-ted member 24 and the arm 50 from injury, these parts of the mechanism are preferably housed within a hood or chamber 6| which may be conveniently cast integrally with the plate 50 and is preferably of rectangular shape having side walls 62 connected at their outer edges by a wall 63. The control valve mechanism 22 extends into one end of the chamber SI and, at that end, the chamber is formed with a wall 64 and a flange 65 to which the control valve may be easily secured as by bolts 66. The two sections 61 and 6B in which the casing of the control valve mechanism is preferably formed are not 'only connected together by bolts 66, but also by bolts 69 which, in order that the control valve casing may be assembled as a unit before being secured to chamber 6|, do not have threaded engagement, like bolts 66, with adjacent portions of the casing.

Adjacent the inner end of arm 50, the side walls 62 of the housing may advantageously be provided with inwardly projecting lugs or the like lil which serve to guide the arm during its pivotal movement. One of the side walls of the housing is also formed with an opening ll through which the pin 57 pivotally connecting arm 56 and plunger 43 may be inserted or withdrawn in assembling or disassembling'the mechanism.

It will be evident that, while in the embodiment of the invention illustrated in the drawings the relative sizes of the head of plunger 43 and the diaphragm 34 are such that the plunger is adapted to be operated primarily by the pressure of the lading exerted on the diaphragm,-the relative sizes of these parts may be altered so that the plunger will constitute the part which is principally responsive to the pressure of the lading and, in this event, the diaphragm would principally serve as a means for closing the space between the outer edges of the head of the plunger and adjacent portions of the floor sheet. The construction illustrated is particularly capable of alteration in this manner because, since arm 53 engages the end wall 42 of recess 4'! when the diaphragm is flexed inwardly, it functions to limit inward movement of the plunger under the influence of spring 49 and the diaphragm, therefore, need not be relied upon for this purpose.

What I claim is:

1. In a railway car having a fluid pressure brake system, the combination with apparatus for varying the braking power of the system according to the light or loaded condition of the car, of mechanism controlling the operation of said apparatus including a fluid pressure operated member movable different distances depending upon the condition of loading of the car, and means movable independently of said fluid pressure operated member for limiting the extent of movement of said member, said means including a movable element engageable by the lading within the car and adapted to be actuated thereby.

2. In a railway carhaving a fluid pressure brake system, the combination with apparatus for varying the braking power of. the system according to the light or loaded condition of the car, of mechanism controlling the operation of said apparatus including a fluid pressure oper ated member movable different distances depending upon the condition of loading of the car, and means responsive to the pressure of lading within the car for limiting the extent of movement of the pressure operated member, said means including an element having a portion movable into and out of the path of movement of said member. I

3. In a railway car having a fluid pressure brake system, the combination with apparatus for varying the braking power of the system according to the light or loaded condition of the car, of mechanism controlling the operation of said apparatus including a fluid pressure operated member movable different distances depending upon the condition of loading of the car, and means engageable by the lading within the car adapted to be actuated thereby for controlling the extent of movement of said pressure operated member, said means including a member having a portion adapted under one condition of loading or" the car to be disposed in the path of movement of said pressure operated member for arresting the movement thereof.

4. In a railway car having a fluid pressure brake system, the combination with apparatus for varying the braking power of the system according to the light or loaded condition of the car, *of mechanism controlling the operation of f said apparatus including a fluid pressure operpressure brake system, the combination wlthapparatus for varying the braking power of the system according to the light or loaded condition of the car, of mechanism including a fluid pressure operated member movable difierent distancesfor controlling the operation of said apparatus, and means having a portion movable into and out of a position for arrestingmovement of said pressure operated member, said means including means movably associated with'one of I said walls of the car and adapted to be actuated by lading within the car.

6. In a railway car having a fluid pressure brake system, the combination with apparatus for varying the braking power of the system according to the light or loaded condition of the car, of mechanism including a fluid pressure operated member movable different distances for controlling the operation of said apparatus, walls defining a lading containing space, one of said walls having a relatively flexible portion adapted to be actuated by lading within the car, and means movable with said flexible portion adapted to assume a position for arresting movement of said pressure operated member. i

7. In a railway car having walls defining a lading containing space and also having a fluid pressure brake system, the combination with apparatus for varying the braking power of the systemaccording to the light or loaded condition'of.

the car, of mechanism including a fluid pressure operated member movable'difierent distances for controlling the operation of said apparatus, a "movable member having aportion adapted to be moved into and out of a position for arresting movement of said pressure operatedmember, and a flexible diaphragm incorporated in one of said walls ofthe car adaptedto be actuated by lading within the car for operating said movable member. g e

8. In a'railway car having walls defining alad- I ing containing space and'also having a fluid pressure brake system, the combination with apparatus for'varying the braking power of the system according to the light or loaded condition of the car, of mechanism including a fluid pressure operated member movable difierent distances for controlling the operation of said apparatus, and means for limiting movement of said pressure 013- erated member, said means including yieldingly mounted means associated with one of saidwalls of the car adapted to be actuated by lading within the car, and a pivoted member operatively connected to said yieldingly mounted means and movable thereby into. and out of a position for arresting movement of said pressure operated member. a

9. 'In a railway. car having walls defining a lading containing space and also having a fluid pressure brake system, the combination with apparatus for varying the braking. power of the systhe car, of mechanism including a fluid pressure operated member movable different distances for controlling the operation of said apparatus, a pivotally mounted arm located exteriorly of said.

lading space and having a portion movable into and out of a position for arresting movement of said pressure operated member, and movable means connected to said arm and having a portion disposed within said lading containing space, said movable means being adaptedto be operated by the pressure of lading within the car for actuating said arm.

10. In a railway car having walls defining a lading containing space and also having a fluid pressure brake system, the combination with ap- 7 .tem according to'the lightor loaded condition of paratus for varying the braking power of the system according to the light or loaded condition of the car, of mechanism including a fluid pressure operated member movable different dis-.

tances for controlling the operation of said apparatus, a rigid supportcarried by one of said walls of the car, an arm pivotally mounted on .said support having a portion movable into and. out of a position for arresting movement oi said pressure operated member, and means movably' associated with said support for actuating said arm, said means beingadapted to beoperated by the pressure of lading within the car.

11. In a railway car having walls defining a" lading containing space and also having a fluid pressure brake system, the combination with apparatus for varying the braking power of the system according to the lightor loaded condition of the car, of mechanism including a fluid pres--- sure operated member movable different distances for controlling theoperation of said apparatus, arigid support carried by one of said walls of the car and having a portion provided 7 with an opening, movable means extending,

through said opening and being adapted to be operated by the pressure of lading within the car, spring means reslstingmovement of said movable meansby the pressure oi -lading, and an arm pivotally mounted upon said support adapted to be actuated by said movable means, said arm having a portion movable into. and out of a position for arresting movement of said fluid pressureoperated means.

, 12. In a railwaycar having walls defining: alading containing spaceandalso having a fluid pressure brake system, the combination withape paratus for varying the braking power of the system according I to the light or loaded condition of the car, of a rigid support carried by one of said walls of the car,a device mounted upon said support and including a fluid pressure operated member movabledifferent distances for controlling the operation of saidapparatus, an element movably mounted upon said support having a portion movable into and out of a position for arresting movement of said fluid pressure operated member, and means responsive j to the pressure of, lading within the car for. ac

tuating said element. p

13. In a railway car having walls defining a lading containing space and also having a fluid pressure brake system, the combination with apparatus for varying the braking power of the system according to the light or loaded condition of the car, of mechanism including a fluid pressure operated member movable difierent distances for controlling the operation of said apparatus, one of said walls of the car being provided with a diaphragm adapted to be actuated by the pressure of lading within the car, a rigid support secured to said last named wall in overlapping relation with the outer face of the diaphragm, an arm pivotally mounted on said support having a portion movable into and out of a position for arresting movement of said pressure operated means, and means connecting said arm to the diaphragm for causing pivotal movement of the arm upon actuation of the diaphragm by the pressure of lading.

14. In a railway car having walls defining a lading containing space and also having a fluid pressure brake system, the combination with apparatus for varying the braking power of the system according to the light or loaded condition of the car, of mechanism including a fluid pressure operated member movable difierent distances for controlling the operation of said apparatus, one of said walls of the car being provided with a diaphragm adapted to be operated by the pressure of lading within the car, a rigid support secured to said last named wall and having a plate portion overlapping the outer face of the diaphragm, a plunger connected to said diaphragm and projecting through said plate portion to the outer side thereof, and an arm pivotally mounted on the outer side of said plate portion movably connected to said plunger, said arm having a portion movable into and out of a position for arresting movement of said pressure operated member.

15. In a railway car having a fluid pressure brake system, the combination with apparatus for varying the braking power of the system according to the light or loaded condition of the car, of mechanism controlling the operation of said apparatus including a fluid pressure operated member movable difierent distances depending upon the condition of loading of the car, means responsive to the pressure of lading within the car including a member having a portion movable into and out of a position for arresting movement of said pressure operated member, and means rigid with the car aiiording a housing for cooperable portions of said members.

16. In a railway car having walls defining a lading containing space and also having a fluid pressure brake system, the combination with apparatus for varying the braking power of the system according to the light or loaded condition of the car, of mechanism including a fluid pressure operated member movable different distances for controlling the operation of said apparatus, a support rigid with one of said walls of the car provided with a chamber, one end of said pressure operated member projecting into said chamber, an arm pivotally mounted on said support having a portion disposed within said chamber cooperable with said pressure operated member for arresting movement thereof, and means responsive to the pressure of lading within the car for actuating said arm.

WILLIAM E. WINE.

Images