US730115A

US730115A - Railway-brake.

Info

Publication number: US730115A
Application number: US13019802A
Authority: US
Inventors: Paul Hallot
Original assignee: Individual
Current assignee: Individual
Priority date: 1902-11-05
Filing date: 1902-11-05
Publication date: 1903-06-02
Anticipated expiration: 1920-06-02

Description

PATENTBDJUNB i2. 1903@ f P. HALLoT, RAILWAY BRAKE:

A`PPLIOATION FILED NOV. 5, 1902.V 'v

. y 3 SHEETB'fBHEET 2.

N0 MODEL.

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f @w Zaaems ed,

PATENTE'JJ JUNE 2,-19o'.y

l No. 730,115.

P. HALLoTgl RAILWAY BRAKE.

APPLICATION FILED NOV. 5, 1902.

No MODEL.

'm mums PETEns 00,. PHOTO-Limo.A WASHINGTON. uA c,

Y UNITED fSrir-rns APATENT OFFICE.

PAULHALLOT, OFY VINCENNES, FRANCE.

RAILWAY-BRAKE.

SPEGIFEGATION forming part of Letters Patent No. '730, 115, dated J une 2v, 1903.

Application filed November 6, 1902. Serial No. 130,198: (No model.)

To all whom t may concern:

Be it known that I, PAUL HALLOT, a citi- Zen of France, residing atVincennes, France, have invented certain new and useful Improvements in Railway-Brakes, of which the following is a specification.

This invention relates to certain improvements in the brakes described in the specilications of my prior patents; and it has for its object to simplify the construction thereof in such a manner as to render them applicable to brakes of all other systems without having to alter the arrangement of such other systems.

In order that the invention may be readily understood, l will describe the same fullyr with reference to the annexed drawings, in whichv Figure 1 is a transverse section of the simplified arrangement of brake combined with-l the centrifugal governor or regulator shown 4 in section, taken on the axial line of the wheelaxle. Fig. 2 is a section of the said governor, taken on the line A B of Fig. l. Fig. 3 is an elevation of a modified form of this governor.

Fig. 4 is a section of the same, Vtaken on the line C D of Fig. 3. modification. manners of applying the automatic governor to compressed-air brakes of all kinds. Fig.

Fig. 5 showsl a further 8 shows the application of the said governor to. vacuum brakes, and Fig.` 9 illustrates means for adjusting or varying the power of the brake.

In my prior construction the brake is actuated by means of a drum a, carried upon one of the axles of the vehicle and over which passes a cable b, connected to the brake-gear. The said drum receives motion from a piston c, worked either by compressed air or by vacuum. At the moment of braking a centrifugal apparatus is brought into action and so increases the pressure of the brakelblocks for a determinate amount which automatically disappears directly the rotation of the wheel tends to stop.

The present invention has for its object to introduce certain improvements into brakes of this kind. The roller or pulley of vthe drum is now replaced by a bevel-pulley a, carried by the axle and adapted to be moved longitudinally thereon; so as to be vbrought into Figs. 6 and '7 show various'Y contact with a friction-cone d, (or clutcllv keyed on the axle or on any shaft connected therewith. The rod c of the controlling-pis- 5 ton is connected by a bell-crank lever e to a rodf, which through the medium of the spring g causes the lever i-(engaging ina groove j in the drum a) to pivot about the axis h. The multiplying apparatus is brought into action by the engineman effecting a further lowering of pressure below the piston c. The increase in the upward stroke ofthe said piston compresses the intermediate spring g and pulls the operating-lever 7o over to the right by means of the lock-nutm, notwithstanding the opposition of thespring n.

As shown in Fig. l, the initial motion of thcgovernor is no longer derived fromthe wheel-tire, but from the axle, so as to obtain a reduced rotary speed and consequently less wear of the frictional surfaces, although the principle of the automatic working remains the same. In this instance the power is obtained by bringing' the bevel-pulley o into contact with an intermediate pulley. p, adapt,- ed to participate in the rotation of the axle by centrifugal force only. To this end the friction-cone d (keyed on the axle) is cast with a series ofpartitions q, (see Fig. 2,) so as to form compartments in which are loosely placed metal masses r of, say, iron or lead. The intermediate pulley p is turned on its inner periphery, so as to allow it to lit with a certain amount ofplay over all these masses. When at work, the said masses fr by the action of centrifugal force press against the internal periphery of the 'pulley p, and thus cause the latter to be positively rotated vtherewith. If, therefore, the pulley o, on which is wound the cable s, whose action is added to that of the cable b, be brought intocontact with the pulley p while the axle is revolving, thelsaid pulley o Will be driven; but directly the speed of rotation of the masses r becomes lower than the force of the resistance opposed by the cable s the connection between the inn termediate pulleyp and these masses will partially cease, which will cause an equal reduction in the power derived from the action of the drum'and will therefore automatically regulate the skidding pressure. This system I f regulation offers the following advalptges over the previous ones IOO tion between the rubbing-surfaces, (about one hundred and iifty grams per square centimeterg) (1),) very regular working at all speeds; (6,) no necessity for lubrication; (CL) very great power with reduced bulk. This power may be increased in a very appreciable ratio, while avoiding wear of the metal masses. To this end a steel band t, Fig. 2, in the form of a ribbon may beinterposed between the masses fr and the inner periphery of the intermediate pulley p. The circumferential development of this steel band is less` than that of the pulley, and the two ends of the said band are riveted to two steel driving-blocks u fu, capable of being readily displaced in two corresponding recesses cast in two adjacent masses o'. NVhatever may be the direction of rotation of the masses, one of the blocks-for example, it-will be arrested by the common partition fw, the other extremity tending, on the contrary, to recede therefrom, and this all the more as the effect of the centrifugal force increases. Figs. 3 and 1t show a more powerful arrangement, which is obtained by giving two turns to the bandi and by causing it to act directly on the pulleyp. To this end the said pulley is formed with two abutments or stops y, cast thereon. The band t is composed of two lateral ribbons l and 2, terminating in axes 3 and 4, adapted to bear against the abutment or stop when rotation takes place in the direction of the arrow. These two ribbons are coupled by a common axis '7 to an intermediate ribbon 5, which terminates at its other end in an axis The masses when revolving tend to carry the ribbon with them, and said ribbon, through its axes 3 and 4, drives the pulley p with a force equal to the centrifugal throw of the masses r. Fig. 5 shows a detailed arrangement wherein the interior periphery of the intermediate pulley 19 is provided either with grooves or with slightly-projecting ribs designed to facilitate the driving of this pulley by centrifugal force. According to this particular arrangement iron balls 7 are loosely arranged in superposed layers above the masses fr. It is to be remarked, moreover, that the various arrangements of this governor do not in any wise modify the working of the devices described in my previous speciications herein referred to and which serve to increase and regulate the pressure of brakes of all systems. The force transmitted by the cable s on the drum o may, in fact, ,be utilized in very different ways without de parting from the principle of the present invention. In particular the special action of this governor may be utilized to double the power of all compressed-air brakes and to render such brake action proportional to the load on the axles without introducing any modification into existing brakes. To this end the friction-cone d, Fig. 1, keyed on the axle, is reduced to a simple box d, Fig. 7. The cable s directly actuates a suitably-arranged reinforcing connecting-rod 8, Fig. 8,

connected with the existing brake-gear by a connecting-band, such as 9.

10 represents the piston-rod of the usual brake-cylinder.

For goods-trucks of heavy tonnage the ar rangement shown in Fig. 6 will be found very advantageous. The cable s passes over a pulley 11 and its free end is secured to one end of a rocking lever 12, pivoting about its center, andthe other end of which is coupled to the axis of the pulley 11. The connecting-band 9 is connected to the rod 8 by any suitable means.- Coupling-holes provided in the rod 8 permit the constant force of the eable s to produce on the connecting-band 9,and hence on the brake-gear a variable force, according to the load carried by the vehicle, so that the braking force is in constant ratio with the load on the axles. If it be desired to diminish the tension of the cable s, it is only necessary to provide a tackle. Fig. S shows the same arrangement applied to an ordinary passenger-coach provided with a vacuum-brake. As the load is appreciably constant and by no means high, (tive to six, French tons,) the cables is directly attached to the end of the connecting-rod 8, and the connecting-band 9 is permanently connected to this rod.

Fig. 9 shows an additional arrangement whereby the power of any brake can be strictly regulated whenever an excess of force can be economically availed of. For this purpose the spring 13, which serves to draw the connecting-rod t' backward, is such as to set up a determined resistance (for instance, twenty-five per cent. of the weightbrakes) in addition to the force necessary to insure the disengagement of the cone a. This regulating-spring is secured to a screw-rod 14, adapted to advance without turning when the adjusting-nut 15 is operated. The end of this screw-rod carries an index 16, which is placed opposite the division 8O of a graduated plate 17, suitably xed to the under carriage of the coach after the brake has been regulated. During the testing of the brakes this force of eighty per cent. of the Weight braked is preferably obtained by snitably adjusting the stop-screw 18, the effect of which is to vary the initial position of the piston c in the cylinder, and hence the value of the expansion. The brakes having been thus adjusted, it is suiiicient, if it be subsequently desired to alter their power for use with another system, to suitably operate the nut 15 to bring the index 16 opposite the division representing the desired force.

It will be obvious that the friction-cone described in this specification instead of being mounted on the car-axle may be arranged on any shaft rotated by the car-axle or by the movement of the car, and therefore when in the following claims Irefer to the car-axle I desire said term to also include a shaft operated by the car-axle or by the movement of the car.

ICO

IIO

Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be performed, I declare that what'I claim isl. The combination with the car-axle, of a series of compartments arranged around said axle, each of said compartments containing a mass adapted to be displaced by centrifugal force, a pulley surrounding said compartments and adapted to be engaged by saidmasses, and means for operating the carbrakes -by the movement of said pulley.

2. The combination with thecar-axle, of a series of compartments arranged around said 1 axle, each containing a mass adapted to be secondcone-pulley, a series of compartments arranged around said car-axle, eachgcontaining a mass ladapted to be displaced by centrifugal force, a pulley surrounding said compartments, the outer surface of said pulley being coned, a third cone-pulley mounted on said car-axle, means for operating the carbrakes by the movement of said third cone- Y pulley and means for simultaneously throwing said second cone-pulley into engagement with said rst-mentioned cone pulley and' said third cone-pulley into engagement withl v i the coned outer surface ofthe pulley-whichy surrounds said compartments.

4. The combination with a car-axle, of a cone-pulley mounted thereon and'rotating therewith, a second cone-pulley loosely l mounted on said shaft, said secondcone-pulley having a contracted sleeve portion, means for operating the car-brakes by the movementof said second cone-pulley, a plurality of compartments arrangedv around saidcar# axle, each containing a mass adapted to be displaced by centrifugal force,l a` pulley surrounding said compartments adapted to be engaged by said masses,A the outer surface of said pulley being coned, a'third cone-pulley loosely mounted on said car-axle, said third cone-pulley having a contracted sleeve portion, means for operating the car-brakes by the movement of said third cone-pulleya forked lever engaging the contracted sleeve portion of said second cone-pulley, a second forked lever engaging the contracted sleeve portion of said third cone-pulley, a piston controlled by the engineer, and means oper- -ated by said piston for actuating said'rst andsecond levers to throw said second coneL pulley into engagement with said first-mentioned cone-pulley and' said third cone-prila ley into engagement with ,the outer coned surface of the pulley which surrounds said compartments.

In testimony whereof I have hereunto set my hand vin presence of two subscribing wit'- nesses.

PAULHALLOT.

Witnesses:

EDWARD P. MAcLnAN, ALFRED FREY.