US3690420A - Empty load device for railroad cars - Google Patents

Empty load device for railroad cars Download PDF

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Publication number
US3690420A
US3690420A US81028A US3690420DA US3690420A US 3690420 A US3690420 A US 3690420A US 81028 A US81028 A US 81028A US 3690420D A US3690420D A US 3690420DA US 3690420 A US3690420 A US 3690420A
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car
cylinder lever
cable
cylinder
lever
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US81028A
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Eldred H Natschke
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Universal Railway Devices Co
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Universal Railway Devices Co
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes
    • B61H13/20—Transmitting mechanisms
    • B61H13/30—Transmitting mechanisms adjustable to take account of variation of vehicle weight
    • B61H13/32—Transmitting mechanisms adjustable to take account of variation of vehicle weight by varying brake lever leverage

Definitions

  • EMPTY LOAD DEVICE FOR RAILROAD CARS This invention relates to an empty load device for railroad cars, and more particularly to a device which insures that the braking forces applied to the car wheels will be below the levels which cause locking of the wheels.
  • a long standing problem in the railroad field relates to the difficulty of insuring that car wheels have adequate braking force applied to same in both the loaded and unloaded conditions without causing wheel locking when the car is empty.
  • Wheel locking occurs when the car is in route empty and the car and the car brakeshoes are applied to the wheels with the force either at or near that required to properly brake the car when loaded, which results in the brakes locking against the wheels that in turn results in the wheel sliding along the track rails with consequent wear and going out of round.
  • a principal object of this invention is to provide a brake force adjusting device that is simple in nature and operates automatically, and independently of the air supply system of the car, to keep brake shoe forces acting on the car wheels when braking well below those that will result in locking of the wheels against rotation.
  • Another principal object of the invention is to provide an empty load device for railroad cars that operates on changes of the weight in the load the car carries to modify the braking force transmitted to the car wheels so as to avoid wheel locking.
  • Another objects of the invention are to provide an empty load device for railroad cars that is uniformly applicable to a wide variety of car types, that is adaptable to a number of different ways of sensing load changes to insure the braking force changes that are desired, and is economical of manufacture, convenient to install, and long lived and reliable in operation.
  • the mounting pin of brake rigging cylinder levers that serves as the pivot point of the lever is made adjustable lengthwise of the lever, and the position of the mounting pin is changed by shifting the mounting pin under a bias applied by a car load weight sensing mechanism which shifts the mounting pin in one direction to increase the leverage the brake cylinder acts through, and in the opposite direction to decrease the leverage the brake cylinder acts through.
  • the deflection of the car truck bolster support springs under changing load conditions is utilized to provide the change in cylinder lever leverage that is desired, while in another embodiment that is specifically adapted for hopper car use, the weight of the load itself is utilized to make the desired adjustment.
  • load sensing transducers in the floor of the car provide an electrical signal, on changes being effected in the weight of the load carried by the car, that is applied to an electromagnetic device which effects the mounting pin change desire.
  • FIG. I is a diagrammatic plan view illustrating a typical center rod application type brake adjuster arrangement in which this invention has been embodied, showing also a side elevational view of a diagrammatically illustrated railroad car truck equipped in accordance with this invention;
  • FIG. 2 is a fragmental elevational view showing the brake adjuster clevis arranged in accordance with this invention, with parts being shown in section;
  • FIG. 3 is an elevational view of one end of the truck shown in FIG. 1, taken from the right hand side of FIG.
  • FIG. 3A is a sectional view of a load weight change sensing device that may be employed in accordance with this invention.
  • FIG. 4 diagrammatically illustrates a top rod brake adjuster application to which the invention may be applied
  • FIG. 4A is similar to FIG. 4 and illustrates another varient form of the invention.
  • FIG. 5 diagrammatically illustrates a hopper car application of the invention, illustrating the location of the load sensing device therefor;
  • FIG. 6 is similar to FIG. I, but showing the load sensing device of FIG. 5 applied thereto;
  • FIG. 7 is a diagrammatic longitudinal cross-sectional view through a box car illustrating another embodiment of the invention.
  • FIG. 8 is a transverse sectional view through the box car of FIG. 7;
  • FIG. 9 is a wiring diagram diagrammatically illustratv ing the electrical aspects of the embodiment of FIGS. 7 and 8;
  • FIG. 10 is a view similar to that of FIG. 1 but illustrates another embodiment of the invention.
  • FIG. 11 illustrates the application of the device of FIG. 10 to the hopper car application of the invention shown in FIGS. 5 and 6;
  • FIG. 12 is a view of a hopper car similar in nature to that of FIG. 5 showing the invention applied to the type of rigging wherein the brake cylinder and cylinder lever are mounted at the end of the car.
  • reference numeral 10 generally indicates a brake adjuster of the type shown in Rauglas US. Pat. No.
  • the brake rigging customarily includes an air actuated brake cylinder 16 that is secured to the car in any suitable manner and includes a thrust or piston rod 18 that is pivotally connected as at 19 to cylinder lever 20 which is in turn pivotally connected to the center rod structure 12 as at 24 and a connecting rod 26 as at 27 that extends to one of the car trucks.
  • the center rod structure 12 is also pivotally connected as at 61 to dead lever 60 which is fulcrumed in any suitable manner to the car structure as at 62 and which ispivotally connected as at 63 to connecting rod 64 that extends to the other car truck.
  • Connecting rods 26 and 64 are connected to the truck brake apparatus of the respective trucks in anyconventional manner, such as that shown in said Rauglas patent.
  • the brakes are in effect released when air is released from the cylinder 16 (in a conventional manner) due to the fact that the weight of the truck brake beams tends to swing them away from the respective truck wheels about the respective brake beam pivotal hanger mountings, which causes the connecting rods 26 and 64, cylinder lever 20, dead lever 60 and the thrust or piston rod 18 to move in the opposite directions and back to their running positions that are shown in FIG. 1.
  • the adjuster lltl operates under the control of operating or trigger lever 66 that is connected to the cylinder lever 20 at pivotal connection 27 and a bracket structure 68 in the manner disclosed in said Rauglas patent to control the slack let up and take up functions of adjuster 10.
  • the general function served by adjuster is to consistently maintain the stroke of the brake cylinder at a predetermined length (7 inches in accordance with AAR regulations) and to automatically accommodate or effect the brake rigging slack take up and let out that is involved in providing such results.
  • the cylinder lever 20, dead lever 60, and trigger lever 66 are assumed to be supported from the car center sill 69 in the usual manner.
  • the brake shoe forces transmitted to the truck wheels depend on the location of the pivotal connection 24 relative to the pivotal connections wand 27. For instance, moving the pivotal connection 24 in the direction of pivotal connection 27 will increase the braking force applied through rods 26 and 64, while movement of the pivotal connection 24 in the opposite direction will reduce such braking force.
  • the pivotal connection 24 is arranged to be adjusted as the weight of the load on the car is varied to maintain the braking force on the order of a given desired percentage of the weight supported by the truck wheels, but in any event, below force levels which will cause the brake shoes to lock against the brake wheels.
  • the load change sensing device 46 is operably associated with one of the car trucks that is diagrammatically illustrated at 48 and includes the usual truck wheel 50 mounted on the respective axles 52 that are journaled in car side frames 54 which support a bolster 56 through suitable spring assemblies 58 interposed between the bolster and side frames at either side of the truck.
  • Spring assemblies 58 in the form shown are made up of a plurality of compression springs 59.
  • the device 46 may be any one of a number of truck mounted devices that utilize vertical movement of the bolster as the result of load weight changes to provide the moving force desired for cable 42.
  • the device 46 shown comprises a cylinder having mounted therein a pair of oppositely acting prestressed compression springs 72 and 74 that bear against a spring seat structure 76 fixed to a guide rod 78 having a head 80 slidably received within a guide tube 82 that defines a dash pot cylinder 83 containing a suitable hydraulic liquid adapted to pass through restricted orifice 85 to provide a dash pot effect and sufficient in quantity to accomplish the purpose of the invention.
  • Guide rod 78 extends through the springs 72 and 74 and the upper end of cylinder 70 for connection to the cable 42 by suitable coupling 82 at the cable end 84.
  • the cylinder 70 is fixed to the bolster by suitable clamp device 86 while the guide tube 82 is pivotally mounted on a base plate 87 suitably clamped or otherwise fixed to the side frame 54 to form mounting device 88.
  • Guide tube 44 is suitably secured to the car body and cylinder lever 20, respectively by clamp devices 90 and 92 or the like.
  • truck spring assemblies 58 reflects changes of load weights on the car, with a corresponding relative movement occurring between the truck bolster 56 and the side frames 54 on either side of the truck. Assuming that the load on the car is increased, which thus increases the weight to be carried by the car trucks, the truck bolster 56 will be deflected downwardly and move the cylinder 70 downwardly with respect to spring seat structure 76, which will tend to move the spring seat structure 76 through spring 72 downwardly a corresponding amount (as hydraulic liquid flows through orifice 85), and thus cable 42 will be moved relative to tubular guide 44 to draw up the adjuster clevis 38 and thus the cylinder lever mounting pin 36 upwardly of FIG. 1 to increase the leverage that the cylinder lever provides on operation of the brake cylinder 16.
  • adjustor A is shown in a top rod application between connecting rod 26A and.
  • cylinder lever A which is assumed to be similar in arrangement to cylinder lever 20.
  • Center rod structure 12A is a simple tension member pivotally connected to the cylinder lever 20A and the dead lever 60A as at 24A and 61A.
  • the dead lever 60A is'pivotally connected to the other connecting rod 64A as at 63 and to the brake cylinder 16A at 62A.
  • Adjustor 10A is controlled by operating or trigger rod lever 65 extending between the dead lever pivotal connection to connecting rod 64A and the adjuster 10A in the manner diagrammatically shown (the specifics pertaining to the operation of rod 65 may be as shown in my US. Pat. No. 3,520,387).
  • the top rod brake rigging arrangement 143 may have the braking force provided by same adjusted in the same manner as in the embodiment of FIG. 1 by adjusting the connection of center rod 12A to cylinder lever'20A at pivotal connection 24A in the manner already suggested in connection with the showing of FIGS. l-3A, as indicated by corresponding reference numerals.
  • connection 27A that is adjusted rather than connection 24A.
  • the brake rigging 14A which is essentially the same as that described in connection with FIG. 1, is suitably applied to hopper car 100, with the cylinder lever, center rod structure, the dead lever, and the connecting rods of the respective cylinder and dead levers being arranged as indicated in FIG. 1, as indicated by corresponding reference numerals.
  • the cable 42A has its end 40A anchored to the adjuster clevis 38 in the manner indicated in FIG.
  • load change sensing device 102 which comprises a movable operatingmember 104 having a pressure plate 102 affixed to one end thereof, with member 104 being slidably mounted in a suitable bushing 108 anchored to the car frame structure in such a manneras to expose the pressure plate 106 to the weight of the lading contained within the hopper structure 110 defined by the car 100.
  • Pressure plate 106 is supported by a suitable coil spring 112 bearing against bushing 108 and shielded by flexible boot 114.
  • the operating member 104 is pivotally connected as at 1 16 to an arm 118 of bell crank 120 that is pivotally mounted as at 122 in the car underframe or the like (and exteriorly of. the hopper), that has its arm 124 available for connection to the end 84A of cable 42A as at 126.
  • pressure plate .106 when the car 100 is fully loaded, pressure plate .106 is deflected its maximum amount (note dashed line position) to swing bell crank 120 clockwise and exert a pulling action on cable 42Amoving the adjuster clevis 38A and mounting pin 36 in the opposite direction with reduced leverage for the brake cylinder to work through in acting on the cylinder lever.
  • Tubular guide 44A is secured in place by suitable clamp device 90 and 92 respectively or the like.
  • box car 130 which is shown as including the usual car body 132 mounted on wheeled trucks 134 and 136 each including wheels 138, which body 132 includes end walls 140 and 142, side walls 144 and 146, and flooring 148 mounted on the usual underframe structure that is omitted as it may be entirely conventional.
  • Car 130 also includes a suitable roof or other cover which is not illustrated.
  • Composite floor 148 in accordance with this embodiment of the invention, includes a series of planks 150, 152, 154 and 156 extending longitudinally of the car and in spaced apart relation and each supported by a plurality of transducers 158 that may be of any suitable type that will, when connected in electrical circuiting such as the type suggested by FIG. 9, emit a signal of that type that, when the signals of the respective transducers are collected and transmitted to a suitable electromagnetic device 160 (including a plunger 162 suitably biased by compression spring 164 in one direction and adapted to be urged in the opposite direction by electromagnetic coil 166 in proportion to the current flowing through same), will move plunger 162 in proportion to the change in weight of the load supported by planks 150, 152, 154 and 156.
  • Plunger 162 is connected to cable 42B at its end 40B by a suitable coupling device 168, with the other end of the cable (not shown) being operably, connected to a brake rigging similar to that shown in FIGS. 1 and 6.
  • Battery 172 supplies current to junction box 174 from which current passes to the respective transducers 158 and thence back to junction box 176 where connector 178 leads to coil 166 which has its other end connected to the battery by connector 180.
  • the transducers 158 operate to increase the resistance in the line thereby decreasing the current flow through coil 166, permitting spring 164 to act on cable 428 to move the cylinder lever mounting pin toward the minimum leverage position for cylinder lever 20.
  • the fulcrum changing device involved includes cushioning springs 190 and 192 interposed in the motion transmitting cable on either side of the motion inducing device employed to accommodate setting of the brakes through the car hand brake.
  • hopper car 100A which is essentially the same as car 100, has brake rigging 14E of the type wherein the brake cylinder 16E is suitably secured within the triangular working space 290 beneath the end slope sheet 292 and the car center sill (not shown).
  • Brake cylinder 16E is suitably mounted in operating position in a manner indicated with its thrust or piston rod 18E pivotally connected as at 19E to cylinder lever 20E that is of the vertically positioned type and has its end 294 pivotally connected as at 296 to connecting rod 298 that is in turn connected to foundation rigging of the type shown in FIG. 1, except that the pivotal connection 24 of the brake adjuster 10 is of the general type shown in said US Patent No. 3,520,387, with connecting rod 298 being secured to the member shown as cylinder lever 20 of FIG. I at connection 19.
  • cylinder lever 294 is formed with slot 34E to receive pin 302 carried in sliding block 304 actuated by load sensing device 102 through cable 42E extending through tubular guide 44E and having its end 40E suitably secured to the slide block 304.
  • Clamp devices 90E and 92E secured to the car hold the guid 44E in mounted operating relation.
  • the load sensing device 102 of FIG. 12 operates in the manner already described to change the position of pin 302 relative to slot 34E to change the cylinder leverage in the manner already explained, the pin 304 being shown in the loaded car position, and when the car is emptied, the device 102 acting to shift pin to the other end of slot 34E.
  • railroad cars equipped with an empty load device of this invention will have braking forces applied to their wheels which are respectively appropriate for the loaded and unloaded conditions of the car.
  • Brake adjusters l and A may be of any suitable type and in the center rod application forms illustrated comprise an elongated housing member 200 having the clevis 38 end 208 that is screw threaded for cooperation with a nut device (not shown) and spaced friction clutch seats of the type described in said Rauglas patent.
  • Rod 204 is shown suitably connected to rod extension 210 formed with an eye 212 to receive a suitable pin that forms connection 61 with dead lever in any suitable and conventional manner. In the top rod application of FIGS. 4 and 4A, rod member 204 is suitably connected to connecting rod 26A.
  • the adjusters l0 and 10A include a resiliently flexible thrust device 214 that is operated, in accordance with the invention of said Rauglas patent, under the control of the operating lever 65 or 66, to effect slack take up.
  • Clevis 38 may be of any suitable and conventional type defining spaced apart arms 220 and 222 (see FIG. 2) formed with the respective aligned holes 224 and 226 to receive mounting pin 36 that is provided with a suitable head 228 and shank 230, the latter receiving suitable cotter pin 232.
  • mounting pin 36 have suitable antifriction relationships with respect to the cylinder,
  • roller 234 journaled on the pin shank 230 by suitable bearing rollers 236 riding in raceway 238 provides the antifriction results desired.
  • Roller 234 is held in place against movement longitudinally of the shank 230 by suitable lock rings 240 and 242.
  • the cable 42 and its guide 44 and their equivalent that are illustrated may be of any suitable type; guide 44 may be in the form of a semi-flexible structure similar to that used for BX electrical conduiting, while cable 42 may be of the stranded or monofiliment type having the physical characteristics necessary for the motion transmitting action that has been indicated, together with adequate lateral flexibility to accommodate ready conformity to the configuration of guide 44.
  • Cable end 40 is anchored to the clevis 38 by suitable clamp device 243 which may consist of clamping element 244 held in place by suitable bolts or screws 246.
  • clamp devices 90 and 92 may be of any suitable type and, of course, an adequate number of devices of this type or their equivalents may be employed to properly secure the guide 44 in place on the car underframe.
  • the truck 48 may be entirely standard in design, with the mounting devices 86 and 88 being of any suitable type to secure the cylinder member 80 and tubular guide 82 to the bolster and side frame respectively.
  • the springs 72 and 74 seat on inwardly extending fingers 250 (formed in the tubular member when the spring seat structure 76 is in its neutral position.
  • the spring seat structure is formed with notches 252 to accommodate the fingers 250 so that when the truck springs undergo sudden deflections, the spring seat structure 76 may move up and down without interference with the fingers 250.
  • the fingers 250 and notches 252 are equal in number and symetrically arranged about the axis of the device 46; guide rod 78 may be suitably guided to maintain proper alignment of notches 252 with fingers 252.
  • slot 34A is formed at the pivotal connection 27A of cylinder lever 194, rather than at connection 24B to the standard center rod 12A.
  • Pin 195 forming connection 27A may be the same as described in connection with pin 36.
  • the hopper car is of any suitable hopper car design, with the bushing 108, bell crank 120, and tubular guide 44A being mounted in place in any suitable manner.
  • the transducers 158 may be of any suitable type that will provide the functions indicated as will be apparent to those skilled in the art.
  • Electrical circuiting 170 that has been illustrated is strictly exemplary in nature and those skilled in the art will be able to provide operative arrangements in accordance with the principles herein disclosed which will provide the movement of plunger 162 that is needed to adjust the pivotal connection 24 of the brake rigging the amount required to keep brake shoe forces below levels when the car is empty that will cause locking of the wheels.
  • Plunger 162 includes flange portion 260 between which and the end 262 of housing 264 (for plunger 162) spring 164 is interposed.
  • Coil 166 is mounted in any suitable manner in housing 264 in operative electromagnetic motion inducing relation to plunger 162.
  • the motion transmitting cable 42C extends across and from either side of clevis 28 through guides 44C and 44D (that are similar to guide 44 and are held in place by suitable clamps 90 and 92) to the location of load change sensing device 46 where the cable 42C has its respective ends 270 and 272 respectively connected to the respective tension springs 190 and 192 which are in turn connected to connecting arm 274 that is in turn connected to guide rod 78 of device 46.
  • Arm 274 is suitably mounted for guided movement longitudinally of the axis of springs I90 and 192 which always act in tension in insuring that the motion of guide rod 78 will be transmitted to cable 42C (which is fixed to clevis 38 by clamp device 243C.) but when the car brakes are set by employing the usual hand brake for this purpose, any motion of cable 42C that results from brake setting movement of lever is taken up by springs 190 and 192, and connecting arm 274 is free to move with guide rod 78 where the car load weight is changed while the car remains braked (as frequently happens).
  • the fulcrum provided by the adjustable connection 273 shifts to the new position dictated by device 46. In this embodiment, the position of the clevis 38 is changed by cable 42C pulling on same in the direction dictated by the movement of arm 274.
  • the cable 42C and its associated parts are applied to a hopper car and attached to a load change sensing device 102 of the type shown in FIGS. 5 and 6, with the springs 190 and 192 suitably connected to arm 124 of bell crank 120, with like results.
  • Cable 42C and its guides 44C and 44D are positioned and proportioned suitably for the use indicated.
  • the cylinder lever and pivot 27 may be alternately arranged as shown in FIG. 4A (for either center rod or top rod application) and the actuating cable 42 and its equivalents secured to the structure forming the pivot 27, with similar results.
  • the sliding block 304 is mounted between suitable guides 310 and 312 secured in any suitable manner in the upright position indicated, as by being fixed to brace 314.
  • the ends of tubular guide 44E are anchored by suitable clamp devices E and 92E suitably affixed to the adjacent car structure, and intermediate its ends, guide 44E may be suitably anchored by similar clamp devices (not shown).
  • tension type cable actuation system suggested in FIGS. 10 and 11 may be employed in the embodiment of FIG. 12, with the second cable being suitably attached to the lower portion of sliding block 304, and the load change sensing device 102 being otherwise arranged substantially in the manner indicated in FIG. 11, as will be apparent in light of this disclosure.
  • FIG. 12 has the advantage that the brake forces applied to the car trucks will be the same for each truck since the location of the pivotal connections of the brake adjuster to the levers it cooperates in the center rod application that has been illustrated in FIG. 1 will not change.
  • said mounting pin is adjustable relative to the cylinder lever longitudinally of the cylinder lever, and including means for adjusting said mounting pin relative to the cylinder lever longitudinally of the cylinder lever in accordance with the load actually carried by the car-to keep the braking forces at a level below those causing locking of the car wheels, whereby the braking forces at the car wheels are maintained below wheel locking levels for loaded, partially loaded, and empty conditions of the car
  • said adjusting means comprising: means for sensing changes in the weight of the load carried by the car including a movable member and means for converting load weight changes to movement of said movable member, a cable connected between said mounting pin and said movable member, and a tubular guide through which said cable extends to adjacent said mounting pin and said member, said movable member acting through said cable to move said mounting pin longitudinally of the cylinder lever in proportion to load weight changes sensed by said sensing means, the car being of the box car type
  • said converting means comprising: transducer means mounted in the floor of the car sensitive to load weight
  • said mounting pin is adjustable relative to the cylinder lever longitudinally of the cylinder lever, and including means for adjusting said mounting pin relative to the cylinder lever longitudinally of the cylinder lever in accordance with the load actually carried by the car to keep the braking forces at a level below those causing locking of the car wheels, whereby the braking forces at the car wheels are maintained below wheel locking levels for loaded, partially loaded, and empty conditions of the car
  • said adjusting means comprising: means for sensing changes in the weight of the load carried by the car including a movable member and means for converting load weight changes to movement of said movable member, a cable operably connected between said mounting pin and said movable member, and a tubular guide through which said cable extends to adjacent said mounting pin and said member, said movable member acting through said cable cable to move said mounting longitudinally of the cylinder lever in proportion to load weight changes saiii' ffi itifii fiii ie xigfifii g from either side of said mounting pin
  • one of said pivot pins is adjustable relative to the cylinder lever longitudinally of the cylinder lever, and including means for adjusting said one pivot pin relative to the cylinder lever longitudinally of the cylinder lever in accordance with the load actually carried by the car to keep the braking forces at a level below those causing locking of the car wheels, whereby the braking forces at the car wheels are maintained belowwheel locking levels for loaded, partially loaded, and empty conditions of the car
  • said adjusting means comprising: means for sensing changes in the weight of the load carried by the car including a movable member and means for converting load weight changes to movement of said movable member, a cable operably connected between said one pivot pin and said movable member, and a tubular guide through which said cable extends to adjacent said one pivot pin and said member, said movable member acting through said cable to move said one pivot pin longitudinally of the cylinder lever in proportion to load weight changes sensed by said sensing means, said cable and guide extending from either side of said one pivot pin, and including springs in tension interposed
  • Wheel locking occurs when the car is in route empty and the car and the car brakeshoes are applied. to the wheels with the force either at or near that required to properly brake the car i I when loaded, which results in, the brakes locking against the wheels that in turn results in the wheel sIid- .ing along. the track rails with consequent wear and going out of round.
  • a principal object of this invention is to provide a brake force adjusting device that is simple in nature and operates automatically, and independently of the air supply system of the car, to keep brake shoe forces acting on the car wheels when braking well below those that will result in locking of the wheels against rotation.
  • Another principal object of the invention is to provide an empty load device for railroad cars that operates on changes of the weight in the load the car carries to modify the braking force transmitted to the car wheels so as to avoid wheel locking.
  • Another objects of the' invention are to provide an empty load device for railroad cars that is uniformly ap plicable to a wide variety of car types, that is adaptable to a number of different ways of sensing load changes toinsure the braking force changes that are desired, and is economical of manufacture, convenient to install, and long lived and reliable in operation.
  • the mounting pin of brake rigging cylinder levers that serves as the pivot point of the lever is made adjustable lengthwise of the lever, and the position of the mounting pin is changed by shifting the mounting pin under a bias applied by a car load weight, sensing mechanism which shifts the mounting pinin one direction to increase the leverage the brake cylinder'acts through, and in the opposite direction't'o decrease the leverage the. brake cylinder acts through.
  • the deflection of the car truck bolster support springs under changing load conditions is utilized to provide the change in cylinder lever leverage that is desired, while in another embodiment that is specifically. adapted for hopper car use, the weight of the load itself is utilized to make the desired adjustment.
  • load sensing transducers in the floor of the car provide an electrical signal, on changes being effected in the weight of the load carried by the car, that is applied to an electromagnetic device which effects the mounting pin change desire.
  • FIG. 1 is a diagrammatic plan view illustrating a typical center rod application type brake adjuster arrangement in which this invention has been embodied, showing also a side elevational view of a diagrammatically illustrated railroad car truck equipped in accordance with this invention;
  • FIG. 2 is a fragmental elevational view showing the brake adjuster clevis arranged in accordance with this invention, with parts being shown in section;
  • FIG. 3 is an elevational view of one end of the truck shown in FIG. 1, taken from the right hand side of FIG.
  • FIG. 3A is a sectional view of a load weight change sensing device that may be employed in accordance with this invention.
  • FIG. 4 diagrammatically illustrates a top rod brake adjuster application to which the invention may be applied
  • FIG. 4A is similar to FIG. 4 and illustrates another varient form of the invention.
  • FIG. 5 diagrammatically illustrates a hopper car application of the invention, illustrating the location of the load sensing device therefor;
  • FIG. 6 is similar to FIG.- I, but showing the load sensing device of FIG. 5 applied thereto;
  • FIG. 7 is a diagrammatic longitudinal cross-sectional view through a box car illustrating another embodiment of the invention.
  • FIG. 8 is a transverse sectional view through the box car of FIG. 7;
  • FIG. 9 is a wiring diagram diagrammatically illustrating the electrical aspects of the embodiment of FIGS. 7 and 8;
  • FIG. 10 is a view similar to that of FIG. I but illustrates another embodiment of the invention.
  • FIG. 11 illustrates the application of the device of FIG. 10 to the hopper car application of the invention shown in FIGS. 5 and 6;
  • FIG. 12 is a view of a hopper car similar in nature to specific embodiments that are intended to be covered by the appended claims.
  • reference numeral 10 generally indicates a brake adjuster of the type shown in Rauglas US. Pat. No.
  • the brake rigging customarily includes an air actuated brake cylinder 16 that is secured to the car in any suitable manner and includes a thrust or piston rod 18 that is pivotally connected as at 19 to cylinder lever 20 which isfinturn pivotally connected to the center rod structure 12 as at 24 and a connecting rod 26 as at 27' that extends to one of the car trucks.
  • the center rod structure 12 is also pivotally connected as at 61 to dead lever 60 which is fulcrumed in any suitable manner to the car structure as at 62 and which is pivotally connected as at 63 to connecting rod 64 that extends to the other car truck.
  • Connecting rods 26 and 64 are connected to the truck brake apparatus of the respective trucks inany conventional manner, such as that shown in said Rauglas patent.
  • adjuster 10 operates under the control of operating or trigger lever 66 that is connected to the cylinder lever 20. at pivotal connection 27 and a bracket structure 68 in the manner disclosed in said Rauglas patent to con- 7 trol the slack let up and take up functions of adjuster 10.
  • the general function served by adjuster 10 is to consistently maintain the stroke of the brake cylinder at a predetermined length (7 inches in accordance with AAR regulations) and to automatically accommodate or effectthe brake riggingslack take up and let out that is involved i providing such results.
  • the brake shoe forces transmitted to the truck wheels depend on the location of the pivotal connection 24 relative to the pivotal connections Hand 27. For instance, moving the pivotal connection 24 in the direction of pivotal connection 27 will increase the braking force applied through rods 26 and 64, while movement of the pivotal connection 24 in the opposite direction will reduce such braking force.
  • the pivotal connection 24 is arranged to be adjusted as the weight of the load on the car is varied to maintain the braking force on the order of a given desired percentage of the weight supported by the truck wheels, but in any event, below force levels which will cause the brake shoes to lock against the brake wheels.
  • the load change sensing device 46 is operably associated with one of the car trucks that is diagrammatically illustrated at 48 and includes the usual truck wheel 50 mounted on the respective axles 52 that are journaled in car side frames 54 which support a bolster 56 through suitable spring assemblies 58 interposed between the bolster and side frames at either side of the truck.
  • Spring assemblies-58 in the form shown are made up of a plurality of compression springs 59.
  • the device 46 may be any one of a number of truck a mounted devices that utilize vertical movement of the a pair of oppositely acting prestressed compression springs 72 and 74 that bear against a spring seat structure 76 fixed to a guide rod 78 having a head 80 slidably received within a guide tube 82 that defines a dash pot cylinder 83 containing a suitable hydraulic liquid adapted to pass through restricted orifice 85 to provide a dash pot effect and sufficient in quantity to accomplish the purpose of the invention.
  • Guide rod 78 extends through the springs 72 and 74 and the upper end of cylinder 70 for connection to the cable 42 by suitable coupling 82 at the cable end 84.
  • the cylinder 70 is fixed to the bolster by suitable clamp device 86 while the guide tube 82 is pivotally mounted on a base plate 87 suitably clamped or otherwise fixed to the side frame 54 to form mounting device 88.
  • Guide tube 44 is suitably secured to the car body and cylinder lever 20, respectively by clamp devices 90 and 92 or the like.
  • truck spring assemblies 58 reflects changes of load weights on the car, with a corresponding relative movement occurring between the truck bolster 56 and the side frames 54 on either side of the truck. Assuming that the load on the car is increased, which thus increases the weight tobe carried by the car trucks, the truck bolster 56 will be deflected downwardly and move the cylinder 70 downwardly with respect to spring seat structure 76, which will tend to move the spring seat structure 76 through spring 72 downwardly a corresponding amount (as hydraulic liquid flows through orifice 85), and thus cable 42 will

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
  • Handcart (AREA)
US81028A 1970-10-15 1970-10-15 Empty load device for railroad cars Expired - Lifetime US3690420A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US8102870A 1970-10-15 1970-10-15

Publications (1)

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US3690420A true US3690420A (en) 1972-09-12

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US81028A Expired - Lifetime US3690420A (en) 1970-10-15 1970-10-15 Empty load device for railroad cars

Country Status (13)

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US (1) US3690420A (cs)
AU (1) AU441959B2 (cs)
BE (1) BE773958A (cs)
BR (1) BR7106560D0 (cs)
CA (1) CA944288A (cs)
CH (1) CH548888A (cs)
DE (1) DE2149541A1 (cs)
FR (1) FR2110451B1 (cs)
GB (1) GB1347746A (cs)
NL (1) NL7111544A (cs)
NO (1) NO129941B (cs)
SE (1) SE368935B (cs)
ZA (1) ZA714835B (cs)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3837713A (en) * 1972-03-24 1974-09-24 Jidosha Kiki Co Load sensing proportioning valve
US4123115A (en) * 1977-03-07 1978-10-31 King William R Brake control method and apparatus for railway cars
US4143923A (en) * 1977-03-07 1979-03-13 King William R Brake control apparatus for railway cars
US4169634A (en) * 1977-03-07 1979-10-02 King William R Brake control system and apparatus for railway cars
US4202583A (en) * 1977-03-07 1980-05-13 King William R Brake control apparatus for railway cars
US4230374A (en) * 1977-03-07 1980-10-28 King William R Brake control apparatus for railway cars
US10118630B1 (en) * 2017-07-26 2018-11-06 Strato, Inc. Truck-mounted brake system
US10435047B2 (en) 2017-07-26 2019-10-08 Strato, Inc. Truck mounted braking system for a railway car

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2172070B (en) * 1985-02-16 1988-06-29 Marmon Holdings Railway vehicles
RU206141U1 (ru) * 2021-04-09 2021-08-25 Общество с ограниченной ответственностью "Уральское конструкторское бюро вагоностроения" Тормозная рычажная передача железнодорожного вагона

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US684313A (en) * 1900-11-19 1901-10-08 R J Welch Automatic brake mechanism.
US728174A (en) * 1902-09-27 1903-05-12 Arthur B Bellows Automatic adjustable braking device.
DE631803C (de) * 1936-06-27 Knorr Bremse Akt Ges Bremsgestaenge mit veraenderlicher UEbersetzung
US2339440A (en) * 1941-11-29 1944-01-18 Westinghouse Air Brake Co Variable load brake
US2374002A (en) * 1943-11-27 1945-04-17 Westinghouse Air Brake Co Variable load brake
FR979700A (fr) * 1948-06-26 1951-04-30 Appareil pour la variation du rapport de multiplication dans la timonerie du frein sur les véhicules ferroviaires, suivant les conditions de charge du vehicule, à fonctionnement continu et automatique

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE631803C (de) * 1936-06-27 Knorr Bremse Akt Ges Bremsgestaenge mit veraenderlicher UEbersetzung
US684313A (en) * 1900-11-19 1901-10-08 R J Welch Automatic brake mechanism.
US728174A (en) * 1902-09-27 1903-05-12 Arthur B Bellows Automatic adjustable braking device.
US2339440A (en) * 1941-11-29 1944-01-18 Westinghouse Air Brake Co Variable load brake
US2374002A (en) * 1943-11-27 1945-04-17 Westinghouse Air Brake Co Variable load brake
FR979700A (fr) * 1948-06-26 1951-04-30 Appareil pour la variation du rapport de multiplication dans la timonerie du frein sur les véhicules ferroviaires, suivant les conditions de charge du vehicule, à fonctionnement continu et automatique

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3837713A (en) * 1972-03-24 1974-09-24 Jidosha Kiki Co Load sensing proportioning valve
US4123115A (en) * 1977-03-07 1978-10-31 King William R Brake control method and apparatus for railway cars
US4143923A (en) * 1977-03-07 1979-03-13 King William R Brake control apparatus for railway cars
US4169634A (en) * 1977-03-07 1979-10-02 King William R Brake control system and apparatus for railway cars
US4202583A (en) * 1977-03-07 1980-05-13 King William R Brake control apparatus for railway cars
US4230374A (en) * 1977-03-07 1980-10-28 King William R Brake control apparatus for railway cars
US10118630B1 (en) * 2017-07-26 2018-11-06 Strato, Inc. Truck-mounted brake system
US10435047B2 (en) 2017-07-26 2019-10-08 Strato, Inc. Truck mounted braking system for a railway car

Also Published As

Publication number Publication date
FR2110451A1 (cs) 1972-06-02
CA944288A (en) 1974-03-26
AU441959B2 (en) 1973-11-08
BE773958A (fr) 1972-04-14
SE368935B (cs) 1974-07-29
BR7106560D0 (pt) 1973-06-12
FR2110451B1 (cs) 1976-03-26
NO129941B (cs) 1974-06-17
AU3112071A (en) 1973-01-18
NL7111544A (cs) 1972-04-18
CH548888A (fr) 1974-05-15
GB1347746A (en) 1974-02-27
DE2149541A1 (de) 1972-04-20
ZA714835B (en) 1972-04-26

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