US1354650A - Brake-beam - Google Patents

Description

c F. HUNTOON.

BRAKE BEAM.

APPLICATION FILED JULY 28, 1919.

Patented Oct. 5,1920.

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BRA KE BEAM.

APPLICATION FILED JULY 28, I919.

Patented Oct. 5, 1920.

2 SHEETS-SHEET 2.

PATENT OFFICE.

CHARLES F. HUNTOON, OF CHICAGO, ILLINOIS.

BRAKE-BEAM.

Application filed July 28, 1919.

T 0 all whom it may com 061%:

Be it known that I, CHARLES F. HUNTOON, a citizen of the United States of America, and a resident of Chicago, county of Cook, and State of Illinois, have invented certain new and useful Improvements in Brake- Beams, of which the following is a specification.

The main objects of this invention are to provide an improved form of brake-beam of a character similar in general to that of the brake-beam shown in my United States Patent N 0. 943,021, which issued December 14c, 1909, but differing therefrom very materially in numerous details; to more thoroughly eliminate lost motion in the brake-beam mechanism and especially in the brake-beam strut connections; to provide such a device adapted for ready adjustment to use at either end of a car; to provide for inclining the brake-lever in either direction; to provide an improved form of strut and mounting therefor adapted for reversible tilting; to provide means for positively engaging and supporting the compressionmember end of the strut, even when the tension member is removed; to provide an improved form of strut head adapted both to grip the compression member and to plvotally support the adjacent strut shank end; and to provide an improved form of strut end adapted to facilitate springing the tension member into place and the reverse.

An illustrative embodiment of this invention is shown in the accompanying drawings, in which Figure 1 is a plan of the brake-beam except that one end is broken away and only the medial part of the brake-lever is shown, the ends being broken away.

Fig. 2 is a cross section on the line 22 of Fig. 1 and shows an enlarged detail of the strut and its connection to the compression and tension members of the brake-beam. Fig. 3 is a side view of the rotary strut barrel.

Fig. at is an end view of the strut barrel looking at the compression member end thereof.

Fig. 5 is a section through the compression member and corresponding strut-head on the line 55 of Fig. 2, the adjacent endof the barrel being shown in dotted lines. 7

Fig. 6 is a section on the line 66 of Fig. 2.

Specification of Letters Patent.

Patented Oct. 5, 1920. Serial No. 313,739.

Fig. 8 is a section through the compression member strut-head, the strut barrel being shown by dotted lines.

Fig. 9 is an end view of the compression strut bearing looking as indicated at 9-9 on Fig. 2.

In the construction shown in the drawings, the brake-beam 1 comprises a compression member 2, a tension member 3, and a strut a positioned centrally between said members. Said strut, for the purpose of ready adjustment as will be explained, is formed for pivotal support on end bearings or heads 5 and 6, the one being designed for engagement with the compression member 2 and the other for engagement with the tension member 3. The usual brake-lever 7 is mounted on the strut fulcrum pivot 8, as usual in such devices, said pivot being positioned centrally of the rotary barrel 9 of said strut.

The ends of said compression and tension members 2 and 3 are set rigidly in brake heads 10, where they may be fixed permanently if desired, as will be understood, though my invention is not concerned with the form of such fastening. When the brake-beam is assembled the compression channel 2 is sprung or bowed somewhat by the endwise thrust of the strut 4 under pressure of the tension strap 3, whereby said channel is given a somewhat cambered shape, as usual for brake-beams of the general character here shown.

A wedge-like key 11 is inserted between the inner side of the inwardly facing channel 2 and the adjacent end 12 of the strut barrel 9. Said barrel end 12 is provided with medially facing shoulders 13 and the stirrup-bearing 5 is provided with corresponding channel facing shoulders 14 for coaction therewith. By these means said channel is clampingly secured rigidly to the stirrup-like part 15 of strutbearing 5 and the barrel 9 is secured against longitudinal movement in the generally cylindrical part 16 of said bearing, though free to rotate within certain limits as determined by the construction of said head and key 11, as hereinafter described.

The key 11 is much narrower than the trough of channel 2 and is held in central alinement by projecting shoulders 17 on 7 is a section on the line 77 of bearing 5, one pair on each side, as shown on Figs. 2 and 5. Said key is provided with a. malleable tip 18 adapted for turning up,

as shown in Fig. 5, to engage flange 19 on bearing 5 to lock the key when it has been driven wedgingly into place between'parts 15 and 12. g j

' Thepivot-like end 12 of strut barrel 9 is provided with a pair of oppositely disposed projecting stop shoulders 20 to engage opposite sides of key 11 and so limit the turning of barrel 9 to about 10 from its medial'position. Each part 20 is formed medially under a corresponding shoulder 13 and reinforces the latter. The shoulders 13 are narrower than the shoulders 14:, and when the keys 11 are removed and the barrel suitably turned, 90 from its medial position, the shoulders 13 may pass between shoulders 14:, for removing the barrel from its bearing head 5. Said key 11 and shoulders 13 and 14 are so formed and positioned that they carry all of the load and no pressure is permitted at the point 21. It is to be noted also that the entire load at the opposite end of barrel 9 is carried on the end face as at 22, no pressure being permitted at 23. The bearing head 6 is held in place solely by the tension member 3 which is sprung into its.

bearing slot 24 over the edge 25 as will be understood. The bearing heads 5 and 6 are held non-turnably by the beam members 2 and 3.

The method of assembling the brake-beam is as follows: r

With the compression and tension members secured together at their ends and with the strut bearing head on the compression member, the strut barrel is applied by insertin the corresponding end in the turned end ofthe hearing. In doing this the longitudinal shoulders on the barrel head pass.

between the shoulders on the bearing, after which the barrel is turned 90. The next step is to insert the wedge-key between the guide shoulders therefor on the strut bearing, said wedge being secured by the upturned tip. which locks it in place. The turning of the barrel is then limited to about 40 in either direction by the projecting shoulders on opposite sides of the barrel and which are arrested by contact with the sides of said key at the limits of turning.

In order'to remove the barrel from the compression member head, the wedge-key must be removed in order to permit sufficient turning of the barrel for the retaining shoulders to pass out between the shoulders on the bearing. 1

When'the barrel is secured in place by the wedge-key, the tension member may be sprung into place over therelatively low retaining shoulder on one side of the aperture provided to receive the tension meme her on the corresponding strut bearing head.

l/Vhenthe brake-beam is applied to a truck, the strut barrel is turned so that the brakelever slot will be inclined at an angle of about 40 from the vertical. Owing to the reversibility of the barrel respecting its inclination, a single common form of equipment answers all requirements.

It is to be observed that this form of brake-beam and especially the connections for the strut prevent lost motion. This is a most desirable feature, for in tests of brakebeams and brake rigging any appreciable lost motion counts severely against the device under test. Theimproved form of strut bearing and the key method of limiting its turning and locking it in place is positive and simple, is easy to operate and is highly advantageous.

Although but one specific embodiment of this invention is herein shown and described, it is to be understood that numerous details of the construction shown may be altered or omitted without departing from the spirit of this invention as defined by the following claims. 9

I claim:

1. In a brake-beam structure, the combination of a bar and a transversely disposed strut having one end demountably secured to said bar in limited turning relation thereto, said strut having a socket-like head fixed to said bar, and said head and the strut end having coacting shoulders adapted to engage for a certain angular zone, and a key fitting between said head and the end of the strut body adapted to engage said shoulders tightly for eliminating lost motion, and said head and strut body being formed to engage said key to limit the turning of said strut flor maintaining engagement of said shoulcers.

2. A brake-beam, comprising a compression member and a tension member, in combination with a strut having limited turning movement on its longitudinal axis, thus adapting it for reversibility, and provided with pivotal bearing heads one securedto the compression member and the other being formed and adapted to receive the tension member, the compression member head and the corresponding end of the strut being transversely shouldered on diametrically opposite sides for mutual engagement to pre vent longitudinal withdrawal of the strut from said head, and a wedging key disposed between said compression member and the adjacent end'of said strut to force said shoulders tightly into bearing engagement.

3. In a device of the character described, a strut barrel and a bearing head therefor adapted to receive an end of said barrel in longitudinally pivotal relation, said head having spaced inward transverse-shoulders and the coacting barrel end having corresponding spaced shoulders adapted to engage the first mentioned shoulders when the barrel is turned to one position and to pass between them when the barrel is turned to another position, whereby the barrel is held releasably.

4. In a device of the character described, a brake-beam member in combination with a strut having one end secured turnably and detachably to said member and includ ing a barrel and a bearin head, the latter being fitted to embrace and slide lengthwise of said member and having guide shoulders, a key fitting between said shoulders and fitting wedgingly between said member and the adjacent end of said barrel, means on said head and barrel to prevent separation when the latter is turned to one position,

and stop means on said barrel to engage said key to limit turning of key is in place.

5. A brake-beam, comprising a resilient compression member and a tension member having their corresponding brake-head ends secured rigidly together, in combination with a strut having a pair of rigid heads, one at each end, to engage said compression and tension members respectively, the tension member head having an outwardly facing shallow channel part adapted to receive the tension member, and a wedging key in the compression member head disposed for the barrel when the setting between said compression member and the adjacent end of said strut, said strut end and the corresponding head being shouldered segmentally to normally oppose longitudinal separation, and to permit separation at an abnormal medial position.

6. A reversible strut for brake-beams, comprising a barrel bar provided with bearing heads adapted for supporting said bar rotatably on its longitudinal axis, said heads being adapted for engaging centrally the compression and tension members respectively of the brake-beam, said bar being provided with a key way and key at one end to limit the turning of said strut, said key being wedge shaped and arranged to take up wear and lost motion.

7. A reversible strut for brake beams, comprising a barrel formed with pivotal ends adapted for axial turning of the strut, one end having a pair of oppositely disposed outwardly projecting longitudinal ribs, the inner ends of which are adapted to serve as stop shoulders to prevent longitudinal movement of the strut, and said ribs being adapted also to serve as stops to limit rotary oscillation on the main axis of the strut.

Signed at (Jhicago this 24th day of July,

CHARLES F. HUN TOON

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