Improvements in Fluid-actuated Brakes for Railway Cars.
Year: 1890

page_text: COMPLETE SPECIFICATION.
Improvements in Fluid-actuated Brakes for Railway Cars.
I JACOB EAVY LOUGHRIDGE of 4326 Osage Avenue Philadelphia Pennsylvania
United States of America Mechanical Engineer do hereby declare the nature of this
Invention and in what manner the same is to be performed to be particularly described
and ascertained in and by the following statement :-
This Invention consists of certain improvements in that class of car brakes in which
the brakes are applied by the action of some fluid, usually air, upon a piston or
diaphragm contained in a cylinder the movement of which piston or diaphragmr is
transmitted to the breaking devices and the invention is applicable to brakes which
are operated by forcing air or other fluid into the pipe extending throughout the
train, or by causing a partial vacuum in said pipe.
One of the objects of the invention is to provide mechanism which, although
occupying but a small space, will provide for applying the brakes with a force com-
mensurate with the weight of the car, so that heavily loaded cars will be subjected
to a stronger retarding influence than empty or lightly loaded cars, and none of the
wheels will be locked and caused to slide upon the rails.
A further object is 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 are to
prevent undue wear of the pistons, to readily take up 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 boppers, depressions or delivery openings.
In the accompanying drawings
:-
Figure 1 is a plan view of sufficient of the running gear and brake mechanism of
a railroad car to illustrate the invention;
Figure 2 is a side view of the car and braking mechanism, with the trucks in
section;
Figure 3 is an enlarged section of the differential brake cylinders and their
attachments;
Figure 4 is a diagram illustrating the construction of the brake when applied to
hopper cars; and
Figures 5 to 17 are detached views illustrating certain details of construction or
modifications of the invention.
A is the pressure pipe common to all of the cars of the train which are equipped
with the brakes, this pipe being, by preference, one into which air under pressure is
permitted to pass from a reservoir on the engine when the 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 pressure is
reduced so as to cause the operation of a valve whereby air is permitted to flow into
the brake cylinder from a reservoir on the underside 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 drawing, the pipe A is a straight air" pipe,
and has a branch a, which communicates with the casing of a valve B, the latter also
communicating through pipes a' and a' 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 form of valve available for the
purpose being shown in Figures 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

page_text: 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 are connected
together by a rod e, and each lever operates the brakes of one truck, the lever being
connected by a rod f¹ to a lever f hung to one brake beam, and the lever being
connected by a rod g¹ to a lever g hung to a bearing on the underside 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 the invention.
It will be seen that the projection of either piston rod will cause the operation of
the brakes on both sets of wheels.
The piston rods d, by preference, simply bear upon the brake levers, as shown in
Figure 3, the brake levers being guided in their movements by slotted projections i
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 wear of the pistons being thus prevented and the
operation of the brakes by hand rendered easier than if the brake levers were con-
nected to the piston rods.
A spring connection G between the levers E E serves to keep the said levers always
in contact with the piston rods and to retract the pistons when pressure upon the
same is removed.
The pistons and piston rods 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 bottom of
the cylinder.
The latter result might be attained by providing a swivelled connection between the
piston rod and brake lever, as shown, for instance, in Figure 14, 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
rods in their movements, and prevent wear which might otherwise be due to the
sagging of the outer or free ends of the rods.
As the brake shoes wear, more extended movement of the brake lever is necessary
before the brake shoes 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, (Figure 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 being of differential width, so
that the narrowest portion may be used to take up the first wear, and a wider portion
or portions to take up subsequent wear.
The filling piece shown in the drawing has a narrow portion n, and a wider
portion n', the shoulder formed between those two portions serving to support the
filler when the narrow portion of the same is in use, the shoulders S at the top of the
filler serving as supports when the wider portion is in use. This will be understood
on reference to Figures 9 and 10, which show the filling piece inserted between the
brake lever and the end of the power-actuated piston 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 connection with the piston rods and
brake levers, they provide for five different conditions of working of the brake
mechanism to which they are applied, no filler being used in connection with either
piston rod when the brake 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 somewhat
further worn, the narrow and wide portions of the other filler being successively

page_text: inserted between the other brake lever and its piston rod to compensate for further
successive stages of wear of the shoes.
It is not necessary to the proper carrying out of this feature of the invention that
the filling 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 point of the same, thus, in Figure 15, is shown an instance of a single 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 on the car frame, the normal position of the pin being at the end of the slot.
It will be evident that the insertion of the filling piece J between the pin and its
primary bearing at the end of the slot will, in this construction have the same com-
pensating effect as though it was inserted between the lever and piston rod.
The valve B may be operated by hand so as to render the small cylinder Doperative,
as in Figure 5, for instance, when the car is light and the braking force to be applied
is correspondingly light, or so as to render the large cylinder F operative, as in
Figure 6, when the car is loaded and a heavy braking force is needed, or the valve
may be adjusted to a third position, as shown in Figure 7, in order to render both
cylinders operative in cases 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 as
above alluded to.
For this purpose a bell crank lever K is hung to some available point on one of the
truck frames of the car, one arm of this lever being connected to the operating arm of
the valve B, by a rod k, and the other arm of the lever being connected to a
rod, which is acted upon by a projection p on the spring bolster M of the car.
The rod k has a spring secton t and notches to (Figures 11, 12 and 13) for engagement
with a retainer on the underside 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 exceptionally heavy loading may cause the opening of the com-
munication with both cylinders.
It is preferable to lock the valve in its adjusted position, hence the provision of the
locking notches w in the rod k and the spring section t, which permits the ordinary
rise and fall of the spring bolster due to the running of the car without causing any
corresponding movement of the valve.
The rod 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 been loaded or unloaded, but it is
preferable to effect the movement of the rod automatically by the door of the car, so
that the rod will be lifted to the unlocked position when the door is opened to load or
unload the car, and will be held in this position during loading or unloading but
permitted to fall into locking position when the door is closed after loading or
unloading of the car, the first notch being in position as in Figure 11, to lock the rod
if the car is light, the second notch being in position as in Figure 12, if the car is
loaded, or the third notch being in position as in Figure 13, if the load is exceptionally
heavy.
The movement of the rod k is effected by levers N, connected to a rock shaft, which
is adapted to suitable bearings on the underside of the car, and has an arm y to bear
upon and lift the rod k, 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 was shown in Figure 16, for instance,
and in some cases, independent valves in the pipes a al may replace the multiple way
valve B, if desired, an instance of this construction being shown in Figure 17.

page_text: In applying the improved brake to hopper cars or other cars having a central
outlet or depression at the bottom, the brake levers E are hung to a frame S,
which surrounds the hopper, as shown in Figure 4, and is suspended by chains,
or otherwise so hung from the bottom of the car that it is free to swing longi-
tudinally to the extent required for the proper application of the brakes.
Some of the features of the invention may be adopted without the use of the
differential cylinders; for instance, the cylinders may be of uniform diameter, and
the differential 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 the
invention may be applied to braking apparatus having but a single cylinder, and
although the two cylinders are shown as forming a single structure, the term ** end
to end as used in the claims, is not intended as a limitation to this special con-
struction, 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 the connections in
the apparatus shewn in the drawing, or otherwise the necessary change in the lever
mechanism of the brake should be made.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what 1
claim is :-
:-
First. 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 hereinbefore described.
Second. The combination of the two lovers 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 of the cylinders may be placed
in communication with said pipe and the brakes applied by pressure in either of
the cylinders, substantially as hereinbefore described.
Third. 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 pro-
jecting 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 specified.
Fourth. The combination of the two levers forming part of 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 and that of the other cylinder upon
the other brake lever, a spring connection whereby the levers are drawn together and
against the piston rods, the air pressure or vacuum pipe, and valved connections
between said pipe and cylinders, substantially as hereinbefore described.
Fifth. The 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 an air pressure or vacuum
pipe on the car, substantially as hereinbefore described.

page_text: Sixth. The combination of the brake lever, the power cylinder having a piston
with rod free from connection with the brake lever, an air pressure or vacuum pipe
on the car and means for providing communication between said pipe and the cylinder,
substantially as hereinbefore described.
Seventh. The combination of the brake 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, and a connection between the brake lever and said hand brake
shaft, substantially as herein before described.
Eighth. The combination of the two levers of the brake mechanism, two power
cylinders each having a piston and piston rod, that of one cylinder acting 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 cylinders substantially as herein-
before described.
Ninth. The combination of the two levers of the braking mechanism, the two power
cylinders each having a piston and piston rod, one rod acting upon 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 brake shaft, substantially as herein before described.
Tenth. The combination of the brake lever, 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 a
valved communication between said pipe and the cylinder substantially as herein before
described.
Eleventh. 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 hereinbefore
described.
Twelfth. 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 to take up
a 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 herein before described.
Thirteenth. The combination of the power cylinder, and its piston and piston rod,
with the brake lever 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 herein before described.
Fourteenth. The combination of the power cylinder, and its piston and piston rod,
with the brake lever 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 herein before
described.
Fifteenth. The combination of the two power cylinders 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 herein before described.
Sixteenth. 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, and a connection between said valve and a
spring supported portion of the car, whereby the valve will be automatically moved to

page_text: different positions, depending upon whether the car is loa led or light, substantially as
hereinbefore described.
Seventeenth. 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 with the loaded car, is held and prevented from moving
backward, substantially as hereinbefore described.
Eighteenth. 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, 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 hereinbefore
described.
Nineteenth. 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 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 herein before described.
Twentieth. The combination in braking mechanism for railroad cars, of a power
cylinder, with piston and piston rod the brake beams, lever mechanism acted on by
said piston rod, and connected to the brake beams, and a swinging yoke or frame
carrying said lever mechanism substantially as hereinbefore described.
Twenty-first. The combination of the brake beams, the brake levers connected
thereto, a swinging frame carrying said brake levers, two cylinders each having a
piston and piston rod, the rod of one cylinder acting upon one brake lever and that
of the other cylinder upon the other brake lever, an air pressure or vacuum pipe on
the car, and a valved connection between said pipe and the cylinders, substantially as
hereinbefore described.
Dated this 95+1 day of 1000
J. H. JOHNSON & Co.,
Agents.