US422237A - Power-actuated braking mechanism for railroad-cars - Google Patents

Description

1L b e e h Ju. S ab nu e h S n.0

(No Mode1.)`

J. E. LOUGHRDGE- EOWER AGTUATED BRAKNG MEGHA No. 422,237.

NISM FOR RALROAD GARS.

Patented Peb.25,1890.

.N @NVN N. PETRS, Photo-Lllnbgnpllcr, Wnhingiml. D. C.

J. E. L'OUGHRIDGE. POWER AGTUATRD RRAKING MRG'RANISM PoR RAILROAD GARR.

Patented Feb.25,1890.

oooog N. PETERS, Fhalu-Lnnegmphr. washington. D. C.

(No Model.)

3 Sheets-Sheet 3. J. E. LOUGHRIDGE. POWER AGTUATED BRAKING MEGHANISM PUR RAILROAD GARS. No. 422,237.

Patented Feb.25,1890.

N. Parma wwwunwgnphnr. wumngwn. n, z;

UNITED STATES PATENT OFFICE.

JACOB E. L'OUGHRIDGE, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR, BY MESN E ASSIGNMENTS, TO THE LOUGHRIDGE BRAKE AND CAR COMPANY,

OF NEV, JERSEY.

POWER-ACTUATED BRAKING MECHANISM FOR RAILROAD-CARS.

SPECIFICATION forming part of Letters Patent No. 422,23*?, dated February 25, 1890.

Application filed August 8, 1889. Serial No. 320,121. (No model.)

To all whom it may concern: Y Beit known that LJACOB E. LOUGHRIDGE, a citizen of the United States, and a resident of Philadelphia, Pennsylvania, have invented certain Improvements in Power-Actuated Braking Mechanism'for Railroad-Cars, of which the following is a specification.

My invention consists, mainly, of an irnprovement in or addition to the air-brake for ro railroad-cars for which Letters Patent No. 368,842 Were granted to me on the 23d day of August, 1887, oneobject of my present improvement being to render said device more ,compact than before, a further object being to provide for automatically regulating the power of the brakes to accord with the light or loaded condition of the car, and still further objects being to prevent undue wear of the pistons, to readily take up zo the slack due to Wear of the brake-shoes, and to so construct the brake mechanism that brakes may be applied to the wheels of both trucks or to wheels at both ends of that class of cars having central hoppers, depres- 25 sions, or delivery-openings. These objects I attain in the manner hereinafter set forth, reference being had to the accompanying drawings, in which- Figure l is a plan view of sufficient of the 3o running-gear and brake mechanism of a railroadcar to illustrate my invention. Fig.` 2 is a side view of the car and braking mechanisrn, with the trucks in section. Fig. 3 is an enlarged section of the differential brake-cylinders and their attachments. Fig. a is a diagram illustrating the construction of the brake when applied to hopper-cars, and Figs. 5 to 17 are detached views illustrating certain details ofV construction or modiiications 4o of the invention.

brakes are to be applied, as is usual in what are known as straight-air brakes, although the pipe may, if desired, be one in which, as

in the automatic air-brake system, the

5o pressure is reduced, so as to cause the operation of a valve, whereby air is permitted to iiow into the brake-cylinder from a reservoir 011 the under side of each car through a pipe, which thus becomes the pressure-supply pipe for the power-cylinder; or the pipe A may be one in which a partial vacuum is produced for the purpose of causing the application of the brakes.

In the construction shown in the drawings the pipe A is a straight-air pipe and hasa 6o branch a, which communicates with the casing of a valve B, the latter also communicating through pipes a and a2 with two cylinders D and F, the former of less diameter than the latter, and the valve may be such as to direct the air to either of the cylinders, or to both of the same, if desired, one forni of valve available for the .purpose being shown in Figs. 5, 6, and 7, which represent the three positions of the valve. The cylinders are placed end to end, so as to insure compactness, and each cylinder contains a piston b, the rod d of which passes through an opening in the head of the cylinder and bears against one of the brake-levers E, these levers being connected by a rod e and each lever operating the brakes of one truck, the lever being connected by a rod f to a lever f, hung to one brake-beam, and the lever f being connected by a rod g to a lever f, hung to a bearing h on the under side of the car and carrying the other brake-beam. The details of the braking mechanism of each truck may, however, be modified as circumstances require without departing from my invention. It will be seen that the projection of either piston-rod will cause the operation of y the brakes on both sets of Wheels.

The piston-rods, by preference, simply bear upon the brake-levers, as shown in Fig. 3, the brake-levers being guided in their Inovements by slotted projections t', formed upon the heads of the cylinders, so that the operation of the brakes by one piston does not cause any movement of the other piston and its rod, nor is there any movement of either piston when the brakes are operated by hand through the medium of the chains or rods m, connected to the levers E and to the hand brake-rods at the ends of the car, unnecessary Ico Wear of either piston being thus prevented and the operation of the brakes by hand rendered easier than if the brake-levers were connected to the piston-rods. A spring-connection G between the levers E E serves to keep said levers always in contact with the piston-rods and to retract the pistons when pressure upon the same is removed.

The piston and pistonrods can be turned in the cylinders so as to bring different parts of the piston to the bottom, and thus prevent excessive wear of any particular part of the piston due to the weight of the same pressing it against the bot-tom of the cylinder. The latter result might be attained by providing a swiveled connection between the piston-rod and brake-lever, `as shown, for instance, in Fig. A14; but, for the reasons above given, the piston-rod free from all connection with the brake-lever is preferred.

The slotted projections on the cylinders provide horizontal guides for the piston-rod in its movements and prevent wear which might otherwise be due to the sagging of the outer or free end of the rod. As the brakeshoes wear `more extended movement of the brake-lever is necessary before the brakeshoes touch the wheels; hence more of the.

movement of the piston is lost, and in time the full movement of the piston may not be sufficient) to properly apply the brakes. To compensate for this wear and to prevent the lost motion occasioned thereby,I provide one or more filling-pieces J, Fig. 8, to be inserted between a brake-lever and a point against which it has a bearing, so as to effect a change in the normal or off-brake position of the lever,these filling-pieces beingof differential width, so that the narrowest port-ion may be used to take up the first wear and a wider portion or portions to take up subsequent wear. The fillingpiece shown in the drawings has a narrow portion 'n and a wider portion n', the shoulder formed between these two portions serving to support the filler when the narrow portion of the same is in use, and shoulders s at the top of the filler serving as supports when the wider portion is in use, the weight of the filler serving to prevent vertical displacement of the same. This will be understood on reference to Figs. 9 and l0, which show the filling-piece inserted between the brake-lever and the end of Vthe poweractuatedpiston-rod.

The filler may be hung to any convenient portion of the car-frame or brake mechanism,

`and when two of them are used in connecbrake-shoes are new and unworn, the narrow portion of one filler being inserted between one brake-lever and its piston-rod when the shoes are partially worn, the wide portion of said filler being inserted when the shoes are lfilling-pieces should always be inserted between the brake-lever and the piston-rod, as they can be used with like good effect between the lever and other primary bearing-points of the same. Thus in Fig. l5 is shown an instance of a sin gle-cylinder brake, the piston-rod of the cylinder acting upon one of a pair of connected brake-levers and the other lever having a fulcrum-pin d', which is adapted to a slotted guide t" on the carframe, the normal positionv of the pin being at the end of the slot. lt will be evident that the insertion of the filling-piece J between the pin and its primary bearingl at the end of the slot will in this construction have the same compensating effect as though it were inserted between the lever and pist-onrod.

The valve B may be operated by hand, so as -to render the small cylinder D operative, as in Fig. 5, for instance, and when the car is light and the braking force to be ap-1 plied is correspondingly light, or so as to render the large cylinder F operative, as in Fig. 6, when the car is loaded and a heavy braking force is needed, or the valve may be made, as shown,r so` as to be adj ustedto a third position, Fig. 7, in order to render both cylinders operative incase of exceptionally heavy loads.

It may be advisable in many cases to operate the valve automatically-that is to say, so as to throw the small cylinder into action when the load is light and the large cylinder when the load is heavy, or both cylinders under exceptional circumstances above alluded to. `For this purpose I hang to some available point on one of the truck-frames of the car a lever K, one arm of which is connected to the operating-arm of the valve B by a rod 7c, the other arm of the lever being connected to a rod la', which is acted upon by a projection p on the spring-bolster- M of the car. The rod lo has a spring-section t and notches w for engagement with a retainer w on the under side of the car.

When the car is light or empty, the rise of the spring-bolster causes the valve B to be so adjusted as to open communication with the small cylinder D; but when the car is loaded the depression of the bolster causes the operation of the valve through the medium of the connections described, so as to open communication with the'large cylinder F, or eX- ceptionally heavy loading may cause the opening of the communication with both cylinders. It is preferable to lock the valve in its adjusted position; "hence the'provision of the locking-notches zu in the rod 7c and the spring-section t, which permits the ordinary IOO IIO

rise and fall of the spring-bolster due to the running of the Acar Without causing any corresponding movement of the valve.

The rod la may be moved by hand so as to unlock it prior to loading or unloading the car and to lock it again after the car has Vas in Fig. 11, if the car is light, the second notch being in position, as in Fig. l2, if the car is loaded, or the third notch being in position, as in Fig. 13, if the load is exceptionally heavy.

The movement of the rod '7o is effected by levers N, hung to a rock-shaft so, which is adapted to suitable bearings on the under side of the car and has an arm y to bear upon and lift the rod la, one or other of the levers N being struck and moved by a door P as said door is opened.

Where it is not deemed necessary to provide for three positions of the valve B, a simple catch-lug on the rod k to hold the same in the position it assumes when the car is loaded may replace the three notches w, as shown in Fig. 16, for instance, and in some cases independent valves in the pipes a a. may replace the multipleway valve B, if desired, an instance of this construction being shown in Fig. 17.

In applying my improved brake to hopper cars or other cars having a central outlet or depression at the bottom I hang the brakelevers E to a frame S, which surrounds the hopper, as shown in Fig. 4, and is suspended by chains or otherwise so hung from the bottom of the car ,that it is free to swing longitudinally to the extent required for the proper application of the brakes.

Some of the features of my invention may be adopted without the use of the differential cylinders. For instance, the cylinders may be of uniform diameter and the diferential braking effect may be gained by using one or both of the cylinders to apply the brakes; or, as has before been shown, some of the features of my invention may be applied to braking apparatus having but a single cylinder, and, although I have shown the two cylinders as forming a single structure, the term end to end7 as used in the claims is not intended as a limitation of this special construction, or even to abutting cylinders, as it is apparent that the cylinders might be separated to some extent without impairing their functions or their proper relation to the other elements of the combinations claimed.

When the invention is applied to vacuum apparatus, the connections should be made with the ends of the cylinders opposite those which receive t-he connections inthe'apparatus shown in the drawings; otherwise a` change in the lever mechanism of the brake will be necessary.

Having thus described my in vention, I claim and desire to secure by Letters Patent l. The combination of the two levers forming part of the single set of brake-operating devices on the car, two power-cylinders placed end to end and each having a piston and piston-rod, the rod of one cylinder projecting in one direction and acting on one brake-lever and that of the other cylinder projecting in the opposite direction and acting upon the other brake-lever, the air-pressure or vacuum pipe, and valved connections whereby one or both of the cylinders may be placed in communication with said pipe and the brakes thus applied by pressure in one or both of the cylinders, substantially as specified.

2. The combination of the two levers forming part of the single set of brake-operating devices onl the car, two power-cylinders of differential diameter placed end to end and each having a piston and piston-rod, the rod of one cylinder projecting in one direction and acting on one brake-lever and that of the other' cylinder projecting in the opposite direction and acting upon the other brake-lever, the air-pressure or vacuum pipe, and valved connections whereby` either of the cylinders maybe placed in communication with said pipe and the brakes applied by pressure in either of the cylinders, substantially as speciiied.

3. The combination of the two levers forming part of the single set of brake-operating devices on the car, two power-cylinders of differential diameter placed end to, end and each having a piston and piston-rod, the rod of one cylinder projecting in one direction and acting on one brake-lever and that of the other cylinder projecting in the opposite direction and acting upon the other brake-lever, the air-pressure or vacuum pipe, and valved connections whereby either or both of the cylinders may be placed in communication with said pipe and the brakes applied by pressure in either or both of the cylinders, substantially as specied.

4. The combination of the two levers forming part of the brake-gear of the car, two power-cylinders placed end to end and each having a piston and piston-rod, the rod of one cylinder acting on one brake-lever a-nd that of the other cylinder upon the other brakelever, a spring-connection whereby the levers are drawn. together and against the pistonrods, the air-pressure or vacuum pipe, and valved connections between said pipe and cylinders, substantially as specified.

5. rFhe combination of the brake-lever, the brake-applying cylinder having a piston and piston-rod free to turn independently of the brake-lever, and means for providing communication between the brake-cylinder and au IOO IIO

air-pressure or vacuum pipe on the car, substantially as speciiied.

6. Thevcombination of the brake-lever, the power-cylinder having a piston with rod free from connection with the brake-lever, an airpressure or vacuum pipe on the car, and.

means for providing communication between said pipe and the cylinder, substantially as speciiied.

7. The combination of thebrake-lever, the power-cylinder having a piston with rod bearing upon but free from connection with the brake-lever, an air-pressure or vacuum pipe on the car, a communication between said pipe and the cylinder, the hand brake-shaft, anda connection between the brake-lever and said hand brakeshaft, substantially as speci- Iied'.

8. The combination of the'two levers of the brake mechanism, two power-cylinders, each having a piston and piston-rod, that of Aone cylinder act-ing upon one brake-lever and that of the other upon the .other brake-lever, and both rods being disconnected from their respective levers, an air-pressure or vacuum pipe, and a valved communication between said pipe and the cylinder, substantially as specified.-

Y 9. The combination of the two levers of the braking mechanism, the two power-cylinders, each having a piston and piston-rod, one rod actin gupon one brake-lever and the other upon the opposite brake-lever, but both disconnected from said levers, 'an air-pressure or vacuum pipe on the car, a valved communication between the same and the cylinders,

, the hand brake-shaft, and a connection between each brake-lever and said hand brakeshaft, substantially as specified.

10. The combination of the brakedever, the power-cylinder having a piston-rod bearing upon said brake-lever, but disconnected therefrom, a projection on the cylinder serving as a guide for the lever, an air-pressure or vacuum pipe on the car, and avalved communication between said pipe and the cylinder, substantially as specified.

11. The combination of a braking-cylinder having power-actuated piston and piston-rod with braking mechanism acted on by said piston-rod, one of the levers of said mechanism being movable away from one of its primary bearings, and a filling-piece inserted between the lever and said primary bearing, so as to take up slack without movement of the piston-rod, substantially as specified.

12. The combination of a braking-cylinder Ylhavingpower-actuated piston and piston-rod with braking mechanism acted on by said piston-rod, onebf the levers of said mechanism being movable away from one of its primary bearings to take up slack without moving the piston-rod, and a filling-block inserted between said lever and said primary bearing, said block having portions of different width, substantially as specified.

13. The combination of the power-cylinder and its piston and piston-rod with the brakelever acted upon by said rod, but movable away from the same, and a filling-block inserted between said lever and the piston-rod to take up slack without movement of said piston-rod, substantially as specified.

14. rllhe combination of the power-cylinder and its piston and piston-rod, with the brakelever acted upon by said rod but movable away from the same to take up slack without movement of the rod, and a filling-piece inserted between the rod and lever and having portions of different width, substantially as speciiied. t

15. The combination of the two power-cyl inders, each having a piston and piston-rod, with the two brake-levers, one acted upon by one piston-rod and the other by the .other piston-rod, but each movable away from its piston-rod, so as to permit of the insertion of a filler to take up slack without movement of the piston-rod, substantially as specified.

16. The combination of the two cylinders, each having a brakebperating piston and piston-rod, the air-pressure or vacuum pipe, a valved communication between said pipe and the two cylinders, and a connection between said valve and a spring-supported'portion of the car, whereby the valve will be automatically moved to different positions, de-

pending upon whether the car is loaded or light, substantially as speciiied.

17. The combination of the two cylinders, each having a' brake-operating piston and piston-rod, the air-pressure or vacuum pipe, a valved communication between said pipe and the two cylinders, a connection between said valve and a spring-supported portion of the car, and a catch whereby said connection, when moved to the position corresponding withthe loaded ear, is held and prevented from moving backward, substantially as specified.

18. The combination of the two cylinders, each having a brake-operating piston and piston-rod, the airpressure or vacuum pipe, ,a valved communication between said pipe and the two cylinders, a connection betweensaid valve and a spring-supported portion of the car, a catch for retaining said connection in the position it assumes when the car is loaded, and'means whereby the door of the car is caused to control the operation of said catch, substantially as specified.

19. The combination of the twocylinders, each having a brake-operating piston and piston-rod, the air-pressure or vacuum pipe, a valved communication between the same and the two cylinders, a connection between said valve and a spring-supported portion of the car, said connection having an elastic section, and a catch whereby the connection is retained in the position it assumes when the car is loaded, substantially as speciiied.

20. The-combination, in braking mechan- IOO ism for railroad-cars, of a power-cylinder with piston and piston-rod, the brake-beams, lever Vacuum pipe on the car, and a valved communication between said pipe and the cylinders, substantially as speciiied.

In testimony whereof l have signed my I5 name to this specification inthe presence of two subscribing witnesses.

JACOB E. LOUGHRIDGE.

Witnesses:

VWILLIAM D. CONNER,

HARRY SMITH.

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