US1379548A - Fluid-pressure rail-brake - Google Patents

Description

v P. J. GAILLARD.

FLUfD PRESSURE RAH. BRAKE,

APPLICATION FILED JULYZS; 1919' 1,379,548. Patgnted May 24,1921.

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WITNESSES. IIVVENTOR Q. M M. f qjw M MfiORA/EY P. J. GAILLARD. FLUID PRESSURE RAIL BRAKE. APPLICATION FILED JULY 25, I919. 1,379,548. Patented May 24, 19211.

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' I mmvros 8 QTMESSES' fcifgaiuawd/ A TTORIJEV P. J. GAILLARD.

FLUID PRESSURE RAIL BRAKE.

APPLICATION FILED JULY 25, 1919.

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W/TNESSES: mus/won 8. Q ficfcfmzza a/ P. .I. GAILLARD. FLUID PRESURE RAIL BRAKE.

APPLICATION FILED IUL Y25| I-9I9.

Patented May 24, 19211.

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an. fl!!! on u 0 J INVIVCXTOR. ,PcfGazZ lard ATTORNEY.

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P. 1. GAILLARU. mm) PRESSURE RAIL BRAKE. APPLICATION FILED IU'LY 25, W19 1,379,548, Patented May 24 1921 5 SHEETS-SHEET 5- EuTc/mnmwL WITNESS: I. 'E TOR. E. Q. mw-

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STATES PETER J'- GAILLARID, OF CHICAGO, ILLINOIS.

rLUIn-rnnssnnn RAIL-BRAKE.

Specification of Letters Patent.

Patented May 2 1, 1921.

Application filed July 25, 1919. Serial No. 313,167.

T 0 all whom it may concern:

Be it known that 1, PETER J. GAIILARD, a citizen of Netherlands, residing at Chicago, in the county of Cook and State of Illinois, have invented new and useful Improvements in Fluid-Pressure Rail-Brakes, of which the following is a specification.

The object of my invention is to provide a fluid pressure rail brake, constructed and arranged" in such manner as to eificiently brake a train by the application of brake shoes to railway rails; and its novelty, utility and practical advantages will be fully understood from the following description and claims when the same are read in connection with the drawings, accompanying and forming part of this specification, in which:

Figure 1 is a plan view illustrative of the brake construction constituting the best practical embodiment of my invention of which I am cognizant.

Fig. 2 is a side elevation of the brake construction.

Fig. .3 is a longitudinal vertical section taken in a plane between the rails.

Fig. 4: is a similar view with the brake shoe raised.

Fig. 5 is a longitudinal vertical section taken in a plane between the rails.

Fig. 6 is a plan view illustrative of the fiuidactuating means of the brake.

Fig.7 is an enlarged detail section of certain valve mechanism, taken in the plane in- (heated by the line 77 of Fig. 8.

Fig. 8 is a plan view of the cylinder and its appurtenances, comprised in said means.

Figs. 9 and 10 are detail transverse sections of said cylinder, hereinafter explicity referred to.

1 Similar numerals designate corresponding parts in all of the views of the drawings, and for convenience of description reference will first be had to Figs. 15.

Among other elements, my novel brake construction comprises vertically movable brake shoes 1 arrangedin the same planes as rails 2 and adapted to be depressed to effect the braking operation, and to be raised when it is desired to release the brake. The said shoes 1 are provided, respectively, with a braking surface 3 and beveled surfaces 4., extending upwardly and longitudinally from the ends of the braking surface in order to prevent the shoes from abutting signed to rest and move a slight distance above the rails 2, Fig. 4%. The shoes 1 are provided with shanks 6, and these shanks are arranged between longitudinal vertical plates 7 on the truck 8, and strips 9, which straddle the shanks and are fixed with respect to the said plates 7.

Carried on the strips 9 are lower and upper brackets 10, in which are held vertically disposed cylinders 11; the said cylinders being strongly secured in position by screws 12, of which ther is one complementary to each bracket. The said screws 12 are comparatively short and stout, and they serve when turned inwardly to tighten the fixture of the cylinders in the brackets.

Connected at 5 to the shanks 6 of the shoes 1, and disposed in the vertical cylinders 11 are pistons 18.

At 1c is a brake rod; the said rod being moved in the direction indicated by arrow, Fig. 1, for the application of the brakes.

F ulcrumed at 15 on the truck are bell crank levers 16 and 17 The forward arms of the levers 16 and the rear arms of the levers 16 and 17 are mounted between the plates 7 and the strips 9, which arrangement manifestly contributes to the strength and durability of the mechanism. The inner arms of the levers 17 are connected through links 20 with levers 21, and these levers 21, in turn, are pivotally connected to the upper portions of pitmen 22, which are connected to the shoes 1 at the opposite sides of the shoe shanks, with reference to the pitmen 19.

In the practical operation of my novel rail brake construction, it will be manifest that when the pressure in the train pipe is increased to permit of movement of the rod 14: in the direction opposite to that indicated by the arrow in Fig. 1, the shoes 1 will be lifted out of engagement with the rails 2, and this operation will be assisted by the supply of fluid under pressure through the conduits 30 to the cylinders at polntsbelow the pistons 13. It will further be manifest that coincident with the movement of the rod 14 in the direction indicated by arrow to apply the brakes, the fluid under pressure will be let through conduits 31 into the cylinders at points above the pistons 11, with the result that the brake shoes 1 will be powerfully applied to the rails. In other words, the brake shoes will be applied through the medium of the levers 16 and also by the direct action of fluid pressureagainst the pistons.

It will be gathered from the foregoing that through the medium of my improved construction a train may be quickly brought to a service or emergency stop without engaging the wheels 40; also, that the parts of my improvement are so constructed and relatively arranged that application of the brakes will be attended by little or no wear of the parts engaged in the said application.

In Fig. 6 I show two trucks equipped with my improvements, and I also show the conduits 30 and 31 as connected with longitudinally-disposed conduits 32 and 33, respectively. These latter conduits are pro vided at 34, Fig. 7 with exhaust apertures in whichare gaskets 35. Disposed between the conduits 32 and 33 at opposite ends of the cylinder 36, Figs. 61(), are supports 37 in which are movable stems 38 on the ends of which are conical valve bodies 39. Also movable in the supports 37 and loosely on the stems 38 are slides 40 on which are upstanding arms 41. Surrounding the stems 38 and interposed between the slides 40 and the valve bodies 39 are springs 42, designed to cushion the valve bodies 39'and thereby enable the same to better accommodate themselves to their seats. Manifestly by movement of either slide 40 in one direction, the exhaust port 34 in one conduit of pair will be opened and the exhaust port in the other conduit of the pair will be closed; also, that movement of either slide 40 in the opposite direction will be flttGIlClGCl by a reverse operation. From this it will be understood that when fluid under pressure is applied to the upper ends of the cylinders 11, fluid under pressure will be exhausted from the lower ends of said cylinders, and vice versa. The conduits 32 and 33 are connected to reduced portions 45 at the opposite ends of the cylinder 36, and in the said reduced portions 45 are nipples 46 in communication with the interior of the cylinder and having eduction. orifices 47 opposite and in registration with the inner ends of the conduits '32 and 33 though spaced from said ends. Movable rectilinearly in the spaces between the nipples 46 and the conduits 32 and 33, are valves 48 adapted to efl'ect comt tmunication first between the interior of the cylinder 36 and the conduit 33, and then between the interior of the cylinder and the conduit 32. The valves 48 have stems 50, Fig. 8, and these stems are connected through levers 51 with angularly-disposed portions 52 on the arms 41 of the slides 40, so that movement of the valve 48 will be attended by appropriate movement of the slides 40 toclose the ports 34 of certain of the conduits 32, 33, and open the ports of the other conduits 32, 33, as the casemay be. nected to bell cranks 53, and one of the bell-cranks is connected through a link 54 with an arm 55 on a longitudinally-movable rod 56. The other bell-crank 53 is connected through a lever 57 with a slide 58, guided in a bracket 59 on the cylinder 36, and the slide 58 is connected, in turn, to a link 60 on the rod 56. From this it follows that endwise movement of the rod 56 in one direction will be attended by movement of the valves 48 in a direction away from the rod 56, and that endwise movement of the rod 56 in the opposite direction will be attended by concerted movement of both valves 48 toward the rod 56. As clearly shown in Fig. 6, the rod 56 is connected to levers and 66, and the lever 65 has one of its arms connected to a rod 67 The stems 50 of the valves 48 are conwhich, in turn, is connected to a lever 68.

The levers 66 and 68 are connected through the cables 69 with the opposed rods 14, and the rods 56 and 67 are connected through cables 70 with means for controlling the same, At 72- is a conduit through which fluid under pressure may be supplied to the cylinder 36 from a train pipe (notshown) or any other source of supply, and in this connection it will be manifest that through the cables 7 0 my novel brake apparatus may be connected with the pistons of the ordinary well known fluid-pressure equipment of modern railway cars.

Having described my invention, what I claim and desire to secure by Letters Patent, is

1. The combination in a rail brake, of a truck, vertically disposed longitudinal plates fixed to the ends of the truck, vertically movable shoes having shanks movable against said plates, strips straddling said shanks and fixed to said plates, vertically disposed cylinders fixed to the strips at the opposite sides of the shanks with reference to the plates, and pistons movable in said cylinders and connected to said shanks.

2. The combination in a rail brake, of a truck, a vertically-movable shoe having a shank extending upwardly therefrom, means on the truck to guide said shank incident to down and up movements of the shoe, a vertically disposed cylinder carried by the truck and arranged alongside the line of movement of the shank, and a piston movable in said cylinder and connected to said shank.

3. The combination in a rail brake, of a truck, vertically movable shoes, having shanks extending upwardly therefrom, means on the end portions of the truck to guide said shanks incident to down and up movement of the shoes, vertically-disposed cylinders carried by the truck and arranged alongside of and adjacent to the lines of movement of the shanks, pistons movable in said cylinders and connected to the shanks, and mechanical means to raise and lower the shoes; said mechanical means including bell cranks mounted on the truck, means connecting arms of the bell crank and the shoes, a frame connected to the other arms of the bell cranks, and a brake rod connected tosaid frame.

In testimony whereof I afiix my signature.

PETER J. GAILLARD.

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