US1681051A - Regulator for brake rigging - Google Patents

Description

I mm M Q m Aug. 14, 192 8.

. w. H; SAUVAGE REGULATOR FOR BRAKE RIGGING Filed Dec. 2'7, 1926 Patented Aug. 14, 1928.

UNITED STATES 1,681,051 PATENT OFFICE.

WILLIAK H. BAUVAGE, 01' NEW YORK, N. Y., ASSIGNOB, BY HESNE ASSIGNMENTS,

'1'0 ROYAL RAILWAY IMPROVEMENTS CORPORATION, OF NEW YORK, 11'. Y., A. COB- POBATION OI DELAWARE,

uncommon. son 1mm meeme.

Application filed December 87, 1828. Serial No. 157,168.

This invention relates to regulators for the foundation brake rigging of railway vehlcles, and this regulator is of the general type shown and described in my prior Patent 0.

1,612,781, dated December 28, 1926, and especially adapted for use in such combination.

In the above mentioned patent, there 1s shown all of the essential parts of the foundation brake ri ging of a railway car including a hand bra e, air brake cylinder and intervening power multiplying means. The cylinder levers are positioned relatlve to each other and the associated truck brake riggmgs as fully described therein by means of a regu- 15 lator, one of the various possible embodlments of which constitutes the subject matter of the present invention and application for patent. 1

One of the objects of the present invention is to provide a regulator attached to the draft sills of the car of the above general character for association with foundation brake ri ging which will be of simple, practical an ine ive constructlon.

A further 0 'ect is to provide such a regulator which w 1 be substantially fool-proof, not likely to et out of order, and one which will be reliab e and eflicient in o ration.

A further object is to provi e a com act regulator in which the aplarts may be a assembled prior to inst ation u n a car body, aswell as one in which't e various moving parts are enclosed, not only to prevent tampering and disturbance y inexperienced or unauthorized rsons but also to rotec't the moving parts m the weather and the dirt of the road.

A further object is tcewdprovide a regulator havin a predetermin regulat' movement 1l1y protected within a suitab e casing whereby proper brake shoe clearance on a car truck can be positively established and maintained from a point near one end of the car.

A further object is to provide a mechanism of the last above Ill tioned character adapt- I ed to be manually rated to give positive and uniform predetermined movement of the brake levers of each truck independent of the other thereby insuring uniform predetermined piston travel.

Other objects will be in part obvious and in part hereinafter pointed out in connection with the following analysis of the invention {finding-from the unders1 when taken in connection with the accompanying drawings forming a partof the present disclosure.

In these drawings- Figure 1 is a semi-diagrammatic elevation and plan view showing such parts of the truck brake ri ging and draft sills as is necessary to yunderstand this invention.

Flgure 2 is. a substantially central longitudinal section of the regulator in its normal position of rest.

F1gure 3 is a transverse sectional view taken substantially along the line 33 of Figure 2.

Referring now to the drawing in detail and more particularly to Figure 1, 10 indicates a truck bolster of an ordinary fourwheel freight car truck, for example, to one side of which is positioned a dead lever 11 which in practice normally occupies a diagonal position of substantlally 45 with re- Spect to the three intersecting right angle planes. This dead lever 11 is connected at its lower end to one end of a push or bottom rod 12,.the opposite end of which rod is pivotally connected to the lower end of a live truck lever 13. These levers are, of course, provided with brake beams and su porting connections 14 adapted to carry 1; e usual brake shoe heads and shoes '(not shown) for engagement with the wheels 15. The upper en of the live lever 13 is provided with a pull rod 16 connected to the outer end of a horizontally disposed cylinder lever 17 which moves back and forth on a supporting stop 18. I

is supporting stop, as herein shown, is

ty of hanger dee of the car or aft sill, altho now when steel is so extensively used in the construction of cars, it is sometimes more desirable to provide an elonated slot in the draft sills. The essential eature of this supporting means, regal-(11am of the form it may take, is either in its accurate positioning or the provision of means therewith for limiting the relative movement of the cylinder lever 17 as shown towards the left, that is, to normal position of release. With the truck brake rigging properly adjusted, this cylinder lever 17 should'lie snug 106 against the left end of the supporting stop 18. All of these parts, with the exception of the definite and predetermined location of of the common U-shaped the supporting stop 18, are old and well known, and need no detailed description.

The upper end of the dead lever 11 is anchored against relative movement towards the right during the application movement of the brakes by the means of a regulator 20 attached to the car sills. This regulator, which is shown more clearly in Figures 2 and 3, is adapted to be rigidly and firmly secured to the draft sills by means of a laterally extending plate 21 and its associated fastening means. The regulator, as herein shown, comprises a main housing forming a substantially dust proof chamber 22, preferably made in the form of a hollow casting open at one end whereby the parts may be easily assembled. After assembly, however, this open end is preferably permanently closed by a plate or cap 23 securely locked in position by means of rivets 24 passing thru holes in registering ears 25 on the cover and chamber respectively. The opposite ends of the assembled chamber are provided with registering bearing holes 29 thru which a notched holding rod 26 may be passed.

This rod 26 is provided along one surface with a series of notches or ratchet teeth 27, and on its underside by a groove 28. The purpose of this groove is to give perfect anneal to the rod and act as a groove for 1ts handle to keep it secure against turning relative thereto when the handle is actuated to turn the rod 26 to release position.

Supported by this rod 26 is a second cage or box 30, substantially U-shape in cross section and having a transverse pivot 31 carrying take up means such as pawl 32 normally urged into engagement with the ratchet teeth by means of a relatively stifi spring 33. The pawl in this manner firmly grips the box upon the rod 26 and the bearings 29 guide the box 30 in its movement just out of contact with the underside of the chamber 22. There is sufficient play all around the top and sides of the box 30 to permit the same freely to slide or move longitudinally within its containing chamber while clamped to the rod 26 when the rod 26 is moved relatively towards the left during its regulating movement.

A lug 34 on the inside of the cover 23 limits the predetermined regulating movement of the box 30 towards the left, and by removal or changing the length of this lug, the range of movement of the inner box may be adjusted or increased to that extent.

One end of the rod 26 is preferably provided with an eye 35 adapted to be flexibly connected as by means of clevis and chain 36 with the upper end of the dead lever 11. This flexible connection permits a relative swinging movement of the truck on rounding a curve with respect to the regulator or car draft sills without having any material effect upon the angularity or position of the truck brake levers. The opposite end of the rod 26 may be provided with a handle 37 keyed to the rod by slot 28 to permit it to be turned thru an angle of 90 thereby to throw the pawl 32 out of engagement with the rack and permit a relative inward movement or movement of the rod toward the right as when replacing worn shoes, after which the lever handle 37 will fall by gravity or be pulled into its normal position as shown. Thus a single outward movement of the regulator handle will properly regulate the truck and car brake rigging and positively insure proper brake shoe clearance at all times.

While there is herein shown a pawl and ratchet mechanism for regulating the truck brake rigging, it is, of course, to be understood that other forms of permanent holding means could be employed if desired, the main point to bear in mind being that the regulating movement or the movement existing between the left hand end of the box 30 and the inner end of the cover 23 or the variable stop 34 should be the predetermined movement substantially equal to the application movement of the upper end of the live lever when applying the brakes. If this normal application movement is exceeded at any time, then the regulator should be actuated by pulling out the regulator handle 37 as far as possible, thereby to cause the inner box 30 gripped to the rod 26 by spring pawl to move with the rod 26 until engaged by the end wall 23 or stop 34. If further movement of the rod 26 takes place during this substantially instantaneous regulation of the brakes, then the rod 26 is moved relatively towards the left thru the box 30 and the pawl 32 drops into the next adjacent tooth.

From the above description, it will be noted that the relatively stiff spring 33 coacting with the pawl 32 causes the latter to firmly grip the rod 26 whereby the box or cage carrying this pawl floats in space within the outer housing until a predetermined movement of the rod relative to the casing 23 takes place, whereupon the rod 26 moves relatively further towards the left to take up another notch on the bar under the pawl. On release of the handle 37. the rod 26 with its cage box 30 and pawl drop back to the end of the outer housing 22, and a predetermined brake shoe clearance is thus established and maintained until further excessive wear of the brake shoes takes place requiring another regulating movement. In this manner, the live lever 13, pull rod 16 and cylinder lever 17 occupy a predetermined definite relation at all times when the car is at rest, and the regulating movement of one device will have no effect whatsoever upon the remainder of the foundation brake rigging.

loo

It willbe noted that the flexible connec tion interposed between the regulator and the dead levefwill automatically throw the handle 37 into its normal vertical position when the brakes are applied, if by accident this handle was left in 1ts release position.

This regulating movement is positively limited by means of the hanger or supporting stop means 18 engaging the cylinder lever 17. In other words, the regulator brings this cylinder lever 17 up snug against its stop 18 and simultaneously brings the brake shoes into engagement with the peripheries of the wheels. Thus the brakes of one truck and its co-operating cylinder lever are instantaneously regulated and independently of the other truck brake rigging. It is, of course, to be understood that as in my prior Patent No. 1,612,781; above referred to, a similar regulator is mounted for indeendently and separately regulating the truck Brake rigging of the truck at the other end of the car, as well as the asociated cylinder lever connected therewith.

This actuating movement of the regulator should not be confused with the function and operation of automatic slack adjusters or even the slack adjusters shown and described in my prior Patent No. 909.232, dated J anuar 12, 1909, for the various devices shown 1n said patent do not and cannot regulate the brake rigging and give proper brake shoe clearance but merely take up a certain amount of slack due to excess wear regardless of the positioning of the various levers. In their operation they were found impractical and unsuccessful for the reason that an actuation of one of tliese devices caused a distortion or disturbance of the angula 'ty of all the cylinder levers and the truck bra e rigging at both ends of the car. No consideration was given to the importance of providing for this independent regulation, and a predetermined movement substantially equal to the application movement of the upper end of the truck live lever and cylinder lever when the brakes are applied. The only provision that was made was a small lost motion slot to prevent taking up all of the brake shoe clearance, and means attached to the car body to manually operate said take up means. This has been dispensed within this invention.

From the above, it will be seen that the present invention provides a manually operable regulator adapted to be associated with the foundation brake rigging, one at each end of the car, and when so associated will permit substantially instantaneous regulation or positioning of the truck brake levers and at the Same time positively insure proper predetermined brake shoc clearance. Inasmuch as this regulation is performed while the car is at rest at which time there is a distance between the peripheries of the wheel, there cannot possibly be less than proper redetermined brake shoe clearance when t 0 car is in motion; thus tight brakes or dragging shoes are ositively eliminated from this cause. It wi 1 be further noted that one casing completely encloses and surrounds the inner cage or casing containing the moving parts thereby fully protecting the movement of said parts from atmospheric conditions as well as the dust and dirt of the road. The manner of assembling the various parts positively prevents tampering with the inner movable parts so that the device is thoroughly foolproof. Even should an inexperienced workman pull outothe handle 37 to its limit of travel and leave it or turn the handle thru 90 and leave it, the brakes would on the first application automatically assume a correct normal position with the brakes properly regulated.

The invention is of simple and practical construction, ma be easily'and inexpensively manufacture and may be installed on cars now in general use without material modification, waste or re-arrangement of parts.

I claim:

1. A regulator for the brake riggin of railway cars comprising a relatively xed member adapted to be rigidly secured to the draft sill of a railway car, a take up mechanism adapted to be connected with the brake rigging including a rod passing thru said member, holding means coacting with said rod and enclosed within said member", said holding means having a limited range of free floating movement prior to performing any take up function.

2. A regulator for the brake rigging of railwa cars comprising a substantially dirt proof ousing adapted to be rigidly secured to the draft sill of a car, a rod mounted in bearings in said housing and passin thru said housing and adapted to be flexib y connected with the brake .rigging, holding means including a second housing mounted upon said rod and freely moving within said first housin throughout a distance proportional to an adapted to insure proper brake shoe clearance of the shoes of one truck only,

and means within said second housing coact-' in with said rod adapted to take up and hogd any excess regulating movement of the r0 3. A regulator for the brake rigging of railway cars comprising a permanently closed housing having bearings at its 0 posite ends adapted to be secured to a raft sill of a railway car, a rod mounted in said bearings and passing thru said housing having one end adapted to be connected to the brake rigging, an actuating means at the other end, and take up means mounted within said housing and supported on and carried by said rod adapted to have a free floating movement proportional to proper brake shoe clearance of the shoes of one truck only when said handle is actuated and permit excess relative movement of the rod to restore brake shoe clearance.

4. A regulator for the brake rigging of railway cars comprising a permanently closed housing having bearings at its opposite ends adapted to be secured to a draft sill of a railway car, a rod mounted in said bearings and passing thru said housing having one end adapted to be connected to the brake rigging, an actuating means at the other end, take up means mounted within said housing and supported on and carried by said rod adapted to have a free floating movement proportional to proper brake shoe clearance when said handle is actuated and permit excess movement relative to the rod to restore brake shoe clearance, and means whereby said free floating movement may be adjusted.

5. A regulator for use with a truck brake rigging on a railway car, having means for preventing a regulating movement from being transmitted to the remainder of the brake rigging, said regulator including a substantially dirt proof housing, said housing being provided with hearing openings at its opposite ends, a rod passing thru said bearings adapted to be flexibly connected to the truck brake rigging, a cage carried on said rod and movable freely therewith as said rod is moved a distance proportional to the proper predetermined brake shoe clearance, of one truck only, and means carried thereby adapted to coact with said rod permanently to take up and hold any excess movement of the rod over and above said brake shoe clearance.

6. In mmbination with a truck brake rigging on a railway car, a regulator attached to the draft sill of said car and including a substantially dirt proof housing, said housing being provided with bearing openings at its opposite ends, a rod passing thru said bearings adapted to be flexibly connected to the truck brake rigging, a cage carried on said rod and movable freely therewith as said rod is moved a distance equal to the proper predetermined brake shoe clearance, and means carried thereby adapted to coact with said rod permanently to take u and hold any excess movement of the re over and above saidbrake shoe clearance, said means including a spring pressed pawl adapted to coact with notches in the adjacent surfaces of said rod.

7. In combination with a truck brake rigging on a railway car, a regulator attached to the draft sill of said car and including a substantially dirt proof housing, said housing being provided with hearing openings at its opposite ends, a rod passing thru said bearings adapted to be flexibly connected to the truck brake rigging, a cage carried on said rod and movable freely therewith as said rod is moved a distance equal to the proper predetermined brake shoe clearance, and means carried thereby adapted to coact with said rod permanently to take u and hold any excess movement of the ro over and above said brake shoe clearance, said means including a spring pressed pawl adapted to coact with notches in the adjacent surfaces of said rod, said rod being provided with means whereby it may be turned to throw said pawl and ratchet out of coactive relation to permit the truck brake rigging to be restored to full release position for inserting new shoes.

8. In combination with a truck brake rigging of a railway car, a regulator including a U-shaped permanently closed housing secured to the draft sill of a car, a second U- shaped housing freely floating within the first housing, a notched rod passing thru both of said housings upon which said second housing and is supported, and a spring pressed pawl carried between the side walls of said second housing whereby said second housing firmly grips said rod, said housings having a free relative movement with respect to each other substantially proportional to proper brake shoe clearance, said pawl being adapted to take up and hold any excess movement of said rod relative to the second housing over and above said proper brake shoe clearance.

9. In combination with a truck brake rigging of a railway car, a regulator including a U-shaped permanently closed housing secured to the draft sill of a car, a first housing, a notched rod passing thru both of said housings upon which said second housing is supported, and a spring pressed pawl carried between the side walls of said second housing whereby said second housing firmly grips said rod, said housings having a free relative movement with respect to each other substantially proportional to proper brake shoe clearance, said pawl beingadapted to take up and hold any excess movement of said rod relative to the second housing over and above said proper brake shoe clearance, and means for throwing the second pawl and rod out of coactive relation.

10. A regulator for the brake rigging of a railway car comprising a U-shaped housing closed on all of its sides except for bearing openings in its opposite ends, said housing having a laterally extending flange whereby the same may be secured to the draft sill of the car, a second housing mount ed within said first housing and having a spring pressed pawl pivoted between its side walls, a notched rod passing thru both of said housings for freely supporting said second housing, said rod being provided with means at one end whereby it may be connected to the brake riggin and operating means at itsopposite end or actuating the regulating movement and also forthrowing said pawl and rod out of coactive relation when it is desired to restore the brake rigging to full release position.

11. A regulator for use with the truck brake rigging of a railway car provided with means for preventing the regulating movement from being transmitted beyond the truck with which, it is associated, comprisin a U-shaped housing closed on all of its si es except for hearing openings in its 0 posite ends, said housing having a latera y extending flange whereby the same may be secured .to the draft sill of the car, a second housing mounted within said first housing and having a spring pressed pawl pivoted between its side walls, a notched rod assing thru both of said housings for free y suporting said second housing, said rod bemg provided with means at one end whereby it may be connected to the brake rigging, and operating means at its opposite end for actuating the re latin movement and also for throwing sa1d paw and rod out of coactive relation when it is desired to restore the brake rigging to full release position.

12. A regulator for use with the truck brake rigging of a railway car having means for preventing the regulating movement from being transmitted to the remainder of the brake rigging, comprising a relatively fixed housing secured to the draft sill at one end and adjacent one of the trucks, a take up mechanism mounted in said housing connected with the adjacent truck brake rigging including a rod passing thru said housing, and permanent take up and holding means in said housing and coacting with said rod having a limited free movement prior to performing any take up function substantially proportional to the brake shoe clearance of the truck with which it is associated.

13. A regulator for the truck brake rigging of a railway car having means associated therewith for limiting the transmission of the regulating movement, comprising a housing closed on all of its sides except for bearing openings, 9. rod passing thru said bearing openings, and permanent take, up and holding means coacting with said rod and freely supported thereon adapted to have a free movement within said housing an amount proportional to the brake shoe clearance of the shoes of the truck with which it is associated prior to performing any take up action on said rod.

14. A regulator for use with the brake rigging of a railway car comprising an inclosing housing having bearingeopenings, a take up rod passing thru said aring openings, permanent t e up andholding means coacting with said rod and freely supported thereon adapted to have a free movement within said housing an amount proportional to total brake shoe clearance prior to performing any take up action on said rod, and

a spring holding 'said permanent take up means in holding engagement with said rod at all times. I

15. In combination with a lever of the foundation brake gear, a variable regulator therefor including an ad'usting rod having ratchet teeth thereon, a reely floating cage resting on said rod, and a pawl mounted 1n said cage for engagement with said ratchet teeth, said adjusting rod having a substantially circular cross section whereby, upon turning of said rod, the pawl is disengaged from said ratchet.

16. In combination with a lever of the foundation brake gear, a regulator therefor including a casing, an adjusting rod extending thru said casing and having ratchet teeth thereon, a floating cage mounted in said housing and resting on said ad'usting rod, a pawl mounted in said cage or engagement with said ratchet teeth, and removable means operative between the end wall of the casing and the adjacent face of the cage to increase the movement of the cage relative to the casing.

l7.'A regulator for use with the brake rigging of a railway car comprising an elongated member having bearing openings at its ends, a ratchet rod passing thru said bearing openings, permanent take up and holding means including a pawl coacting with said ratchet rod and freely supported thereon adapted to have a free relativemovement between the ends of said elongated member during regulation an amount substantially proportional to total brake shoe clearance prior to performing any take up action on said .rod, and means adapted tgd hold said pawl in engagement with said r Y 18. In combination with a lever of the foundation brake gear, a regulator therefor including a ratchet rod, a member embracing said ratchet rod at separated points along said rod, a freely movable cage supported by said rod between the ends of said member having an effective difference in length proportional to brake shoe clearance, a pivotally mounted pawl carried by said cage and coacting with said ratchet rod during the regulation of the brake gear if and when excess travel exists, said excess travel being permanently taken up and held by said pawl and ratchet mechanism.

19. In a regulator for foundation brake gear, an adjusting rod having a connection with one of the levers of said brake gear and being of substantially circular cross section, said rod having ratchet teeth thereon, a freely floating pivotally supported pawl cooperating with said ratchet teeth during the regulating operation, and means whereb a within the housing, a pawl mounted in said disengagement of said pawl from said cage and adapted to move on said ratchet ratchet teeth may be effected when desired. bar during regulating movement, and means 20. In combination with a lever of the to limit the movement permitted said pawl 5 foundation brake gear, a regulator adapted in proportion to proper predetermined brake 15 to have a relatively fixedposition with reshoe clearance. spe'ct to the car frame and comprising a Signed at New York, New York, this 15th housing, a ratchet bar passing thru said day of December, 1926. housing and connected at one end with said 10 lever, a cage mounted upon said bar and W, H, SAUVAGE,

Images