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Патент USA US2117250

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May 10, 1938.
2,117,250
?T. JAMES, JR
SLACK ADJUSTER
2 Sheets-Sheet 1
' Filed June 5, 1956
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May 10, ?1938.
'
T. JAMES, JR
SLACK
ADJUSTER
Filed June 5, 19556
I
2,117,250
?
2 Sheets-Sheet 2
Patented May 10, 1938
aliases
UNITED STATES
PATENT _. DFFiCiE
2,117,250
SLACK ADJUSTER
Thomas James, Jr., Audubon, N. J., assignor to
Universal Slack Adjuster Company, Camden,
N. J., a corporation of New Jersey
Application June 5, 1936, Serial No. 83,631
6 Claims.
My invention relates to improvements in auto
matic slack adjusters for standard brake rigging
for railway cars.
, ' The object of my invention is to provide a slack
5? adjuster which may be installed in any standard
brake rigging without the necessity of changing
or eliminating parts of the brake rigging now
in use.
?
?
A further object is to provide a slack adjuster
10' which may be associated with any of the various
connections of the brake rigging where a brake
rod having a jaw, or bifurcated head, is pivotally
connected with a lever.
A further object is to provide a slack adjuster
15 "comprising means upon a lever, or brake beam,
?
for adjustably engaging racks secured to the head
of a standard brake rod and the rocking move
ment of the lever relatively to the rod will auto
matically advance the pivot point between the
20 lever and the rod for taking up the slack in the
rigging.
A further object is to provide means for pre
(or. 188-200?)
?
Fig. 8 is a perspective View of the holding pawl,
detached.
In the drawings, in which like reference char
acters refer to like parts, Ill represents a pull rod
connected With a lever E2 of the type in general
use in standard brake rigging and shown in Fig. l.
The lever l2 is operated by said pull rod ill by
means of an air brake cylinder not shown in the
drawings. A similar lever l3is pivoted upon a
link which in turn is pivoted upon a ?xed bearing
54. The opposite ends of the lever l2? and i3
are pivotally connected through a brake rod l5.
Brake shoes I?! and I8 are associated with the
intermediate portions of the levers and are mov
able into engagement with the wheels 23, indi~ 15
cated by dot and dash lines.
The part I5 is the standard brake rod having
bifurcated heads 22 and 23, adapted to receive
one end of a lever, such as the lever l3, which is
pivotally connected to the head by a pin 25. Said
heads are each usually provided with three holes N) O
26 for adjustingthe rigging manually by chang
venting the accidental movement of the rod rela- _
ing the position of a pin 25.
tively to the lever when the brakes are released
My novel slack adjuster 30 comprises a block 3%
adapted to be inserted between the jaws of the
head 22, of the push rod l5. The block 3! has N) 5
transverse holes 32 and 33 to receive pins 35 and
25 v?and the parts are subjected to the shaking of the
car and particularly to end thrusts to which the
car is subjected.
A further object is to construct the slack ad
juster of members which may be manufactured
30 at a low cost, and which may be quickly attached
to the rigging, and also to construct said members
in a substantial manner so that they will with
stand the great strains to which they are sub
jected.
. ,
35, similar to the pin 25, for rigidly securing said
block within the bifurcated head 22, as shown
in Fig. 3.
30
The block 3| extends above the top surface of
the jaws of the head 22 and the top surface of the
block is provided with teeth 38 forming a rack 39,
extending longitudinally relatively to the rod 55.
These together with various other novel fea
Cheek plates 40 and Ill are positioned upon the
tures of construction and arrangement of the
outside surfaces of the jaws of the head 22. Said
parts, which will be more fully hereinafter ,.de? plates are each provided with holes 52 and 43
scribed and claimed, constitute my invention.
? which are occupied by the pins 34 and 35 for
? Referring to the accompanying drawings:
rigidly securing said plates upon the head.
40
Fig. 1 is a side elevation of my novel slack
The hole 32 in the block 3|, and the holes 42
adjuster and showing one means for installing in the cheek plates 40 and 4|, are elongated to
the same in a brake rigging.
provide for variations in the location of the holes
Fig. 2 is an end view of the slack adjuster 26 formed through the? head 22, and also to permit
the block 3| and said cheek plates to be moved,
shown in Fig. 1.
for increasing the effective length of the rod l5,
? Fig. 3 is a longitudinal section on line 3?3 Fig.
2, and showing the lever in brake applying posi - by removing the bolt 35, sliding said block and
cheek plates upon the bolt 34,_and inserting the
tion.
bolt 35thr0ugh the center one of the three holes
Fig. 4 is a horizontal section on line 4-4 Fig. 3.
26 formed through the head 22 of the rod.
Fig. 5 is a horizontal section on line 5-5 Fig. 3.
The cheek plates 40 and M are each provided
Fig. 6 is a partial longitudinal section as on line
6-6 Fig. 2 showing the lever in the position with teeth 45 forming racks 45 along the top
edges ofsaid plates. Said racks 46 extend par
shown in Fig. 1.
allel with the rack 39. The cheek plates All and
Fig. '7 is a perspective view of the adjusting 4| are each provided with an elongated slot 48
'
'
55 pawl, detached.
.de?ned by guides 49 to receive a cross-head 56, 55
35
O
2
2,117,250
axis about which the lever I2 reciprocates.
A holding pawl 52 shown detached in Fig. 8,
is pivotally mounted upon the cross-head 50,
and is adapted to engage the rack 39, of the
block 3|, and impart rectilinear motion to the
52 will engage a new tooth 38 in the block 3|
secured upon the push rod I5.
The lugs 85 and 85 upon the pawls will move
apart when the lever I2 is moved to apply the
brakes as shown in Fig. 3 and the pawls may
engage new teeth, but when the lever I2 is not
in brake applying position the lugs 65 and 66
rod I5, in the direction 'of the arrow Fig. 1, when
the lever I2 is operated for applying the brakes.
of the pawls will engage each other so that the
pawls cannot be withdrawn from the teeth 38 or
which may be in the form of a pin, mounted upon
the lever I2. Said cross-head 59 forms a pivotal
The holding pawl 52 comprises collars 53 and
54 connected by a bar 55 having a rack engaging
edge 58 thereon. The collars 53 and 54 embrace
the lever I2 between them.
An adjusting pawl 58 is also pivotally mounted
15 upon the lever I2 by means of a pivot pin 88.
The pawl 58 comprises two collars � and 62 which
10
embrace the lever I2. Said collars are connected
by a bar 53 having a rack engaging edge 64 for
engaging the racks 45 of the cheek plates 40 and
20 43E.
The teeth 45 of the racks 45 are the proper
distance apart so that the pawl 58 rides back
and forth over the inclined surface of a tooth
45 during the normal strokes of the lever I2 for
25 operating the brakes, as shown in the relative
positions of the lever I2 in Figs. 3 and 6. When
the lever I2 exceeds its normal stroke, due to
wear of the brake shoes or slack in the rigging,
the adjusting pawl 58 will engage a new tooth 45.
After said pawl 58 has dropped into a new tooth
30
45 and upon the return stroke of the lever I2,
said pawl 58 will act as a fulcrum and cause the
cross-head 58 to move within the guides 49 so
that the holding pawl 52 will engage a new
35 tooth 38 of the rack 39 on the block 3I and
thereby increase the effective length of the rod
�for taking up slack in the rigging.
The accidental movement of the rod I5 rela
tively to the lever I2 is prevented by means of
lugs 55 formed upon the pawl 52 which are
adapted to engage lugs 66 formed upon the
pawl 58, as shown in Fig. 6 for preventing the
pawls from withdrawing from the teeth 38 or 45
when force is applied to the rod I5 tending to
45 move it in the direction of the arrow, Fig. 1.
When the lever I2 rocks about the'cross-head 5D
for moving the rod I5 in the direction of the
arrow, by means of the holding pawl 52, the lugs
55 and 66 will separate suf?ciently to allow the
pawls to be alternately moved to engage new
50
teeth when the lever I2 reciprocates for operat
ing the brakes, as clearly shown in Figs. 3 and 6.
The lugs 65 and 65 are provided with recesses
68 and 69 which are occupied by spring 18, as
55 clearly shown in Fig. 6. Said spring 18 prevents
the accidental withdrawal of the pawls from the
teeth of the racks 38 and 45.
The operation of my invention is as follows:
rlThe lever I2 moves from the released position
60 shown in Figs. 1 and 6, to the position shown in
Fig. 3 during the normal strokes of the lever for
applying the brakes. The normal stroke of the
lever I 2 will cause the pawl 58 to ride upon a
tooth 45 from the position shown in Fig. 6 to the
65 position shown in Fig. 3, and the holding pawl
52 will move the push rod I5 in the direction of
the arrow Fig. 1, for applying the brakes. When
the lever I2 exceeds its normal stroke, due to
slack in the rigging, the adjusting pawl 58 will
70 engage a new tooth 45 when the lever I2 is moved
to brake applying position, as shown in Fig. 3.
The return movement of the lever I2 to the re
leased position shown in Fig. 6 will cause the
cross-head 5D to move within the guides 49, due
75 to the pawl .58 acting as a fulcrum, and the pawl
45 of the racks, thereby preventing any move 10
ment of the rod I5 in the direction of the arrow
Fig. 1, thus preventing any accidental movement
of the rod I5 in relation to the lever I2 when
the brakes are in the released position. A spring
?I5 positioned between the lugs 65 and 66 tends 16
to hold the pawls in engagement with the racks
at all times.
Various changes in the arrangement of the
parts and the details of construction may be
20
made without departing from my invention.
I claim:---
,
1. A slack adjuster for brake rigging for a rail
way car comprising a rod associated with the
rigging, a lever associated with the rod and hav
ing a normal stroke for operating the brakes, a 25
guide upon the rod, a cross-head mounted upon
the lever and slidably mounted upon said guide,
means operatively associated with the cross-head
and engageable with said rod for resisting move
ment of the cross-head in one direction, a pivot 30
pin upon the lever and positioned for rotary
movement about the cross-head as an axis, an
adjusting rack having teeth thereon and asso
ciated with one end of the rod, a pawl pivotally
mounted upon said pivot pin and adapted to re
ciprocate over one of said teeth during the nor
mal strokes of the lever and for .engaging a new
tooth upon an excessive stroke of the lever, said
pawl arranged to form a fulcrum for the lever
when so engaged with said new tooth and for
advancing the cross-head to a new position upon I
the guide for taking up slack in the rigging,
means controlled by the position of the lever and
operatively associated with said pawl for lock
ing the latter with said teeth when the lever 45.
is in the brake released position for'pre'venting.
movement in either direction of said rod rela
tively to the lever, and said last mentioned means
arranged for unlocking the pawl relatively to-the
teeth by a movement of the lever toward brake
application position.
2. A slack adjuster for brake rigging for a rail
way car comprising a rod associated with the
rigging, a lever associated with the rod and having '
a normal stroke for operating the brakes, a guide
upon the rod, a cross-head mounted upon the
lever and slidably mounted upon said guide, 1
means operatively associated with the cross-head
and engageable with said rod for resisting move
mentof the cross-head in one direction, a pivot 60
pin upon the lever and positioned?for rotary
movement about the cross-head as? an axis, an
adjusting rack having teeth thereon and- asso
ciated with one end of the rod, a pawl pivotally
mounted upon said pivot pin and adapted to 65 iv
reciprocate over one of said teeth during the
normal strokes of the lever and for engaging a.
new tooth upon an excessive stroke of the lever,
said pawl arranged to form a fulcrum for the
lever when so engaged with said new tooth and
for advancing the cross-head to a new position
upon the guide for taking up slack in the rig~
ging, and a lug upon said pawl adapted to en
gage a part ?xed relatively to the rod when? the
lever is in brake release position and lock the ? 16% i
2,117,250
pawl in engagement with the rod and hold the
rod against movement in either direction rela
tively to the lever.
3. A slack adjuster for brake rigging for a
railway car comprising a rod adapted to be re
ciprocated longitudinally, a lever associated with
the rod and having a normal stroke for operat
ing the brakes, a guide upon the rod, a cross
head slidably mounted in said guide, means
mounting one end of the lever upon the cross
head as a pivotal axis, a holding pawl pivotally
mounted upon the cross-head, a rack upon the
rod and engaged by said pawl and arranged for
moving the rod in one direction for applying the
15 brakes, a pivot pin positioned upon the lever for
rotation with the lever about the cross-head as a
pivotal axis, an adjusting pawl pivotally mount
ed upon said pin, a rack having teeth thereon
and engaged by said adjusting pawl and adapted
20 for advancing the cross-head within the guide,
and lugs upon said pawls positioned to take
against each other when the lever is in brake
release position and lock the pawls relatively to
said racks.
25
4. A slack adjuster for brake rigging for a
railway car comprising a rod associated with the
rigging, a bifurcated head upon the rod, a block
located within said head, cheek plates located
upon opposite sides of said head, transverse pins
30 extending through said head and arranged for
securing said block and said plates upon the head,
guides upon the cheek plates de?ning slots ex
tending parallel with the length of the rod, a
lever having a predetermined stroke for operat
35 ing the brakes, a cross-head mounted upon one
end of the lever and slidably mounted within
said guides, a holding pawl pivotally mounted
upon the cross-head, a rack upon said block and
engaged by said pawl, a pivot pin positioned
upon the lever for rotation with the lever about
the cross-head as a pivotal axis, a rack upon a
cheek plate, and an adjusting pawl pivotally
mounted upon said last mentioned pin and en
gaging the last mentioned rack.
5. A slack adjuster for brake rigging for a
railway car comprising a rod associated with the
rigging, a bifurcated head upon the rod, a block
located within said head, cheek plates located
upon opposite sides of said head, transverse pins
50 extending through said head and arranged for
3
securing said block and said plates upon the
head, guides upon the cheek plates de?ning slots
extending parallel With the length of the rod,
a lever having a predetermined stroke for oper
ating the brakes, a cross-head mounted upon
one end of the lever and slidably mounted with
in said guides, a holding pawl pivotally mounted
upon the cross-head, a rack upon said block and
engaged by said pawl, a pivot pin positioned
upon the lever for rotation with the lever about 10
the cross-head as a pivotal axis, a rack upon a
cheek plate, an adjusting pawl upon said last
mentioned pin and engaging the last mentioned
rack, said pawls arranged to advance the cross
head within said slot upon an abnormal stroke 15
of the lever for increasing the effective length
of the rod relatively to the lever, and locking
means associated with a pawl and arranged for
locking the pawl relatively to a rack when the
lever is in brake release position.
20
6. A slack adjuster for brake rigging for a
railway car comprising a rod associated with the
rigging, a bifurcated head upon the rod, a block
located within said head, cheek plates located
upon opposite sides of said head, transverse pins 25
extending through said head and arranged for
securing said block and said plates upon the
head, guides upon the cheek plates de?ning
slots extending parallel with the length of the
rod, a lever having a predetermined stroke for 80
operating the brakes, a cross-head mounted upon
one end of the lever and slidably mounted within
said guides, a holding pawl pivotally mounted
upon the cross-head, a rack upon said block and
engaged by said pawl, a pivot pin positioned 35
upon the lever for rotation with the lever about
the cross-headras a pivotal axis, a rack upon a
cheek plate, an adjusting pawl upon said last
mentioned pin and engaging the last mentioned
rack, said pawls arranged to advance the cross 40
head within said slot upon an abnormal stroke
of the lever for increasing the effective length of
the rod relatively to the lever, lugs upon said
pawls positioned to take against each other in
one position of the lever and lock the rod against 45
accidental movement relatively to the lever, and
a. spring positioned between said lugs and tend
ing to engage the pawls with said racks.
THOMAS JAMES, JB.
50
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