US1912346A - Brake rigging for railway cars - Google Patents

Description

May'30, 1933. c. HANKINS BRAKE RIGGING FOIYRAILWAY CARS 2 Sheets-Sheet 1 Filed May 12, 1931 May 36, 1933.

(I. HANKINS BRAKE RIGGING FOR RAILWAY CARS 2 Sheets-$heet 2 Filed May 12, 1.931

Patented May 30, 1933 CYRUS HANKINS, OF WASHINGTON, DISTRICT OF COLUMBIA BRAKE RIGG-ING FOR RAILWAY CARS Application filed May 12, 1931.

My invention relates to railway cars and more particularly to improvements in the brake rigging thereof.

A principal object of the invention 15 to provide simple and rugged means for connecting the dead lever of the brake rigging to the car underframe in such manner that the lever may be free to move angularly with respect to the longitudinal axis of the car in substantially all directions to compensate for relative movement between the underframe and car truck.

A primary feature of the invention consists in providing a bracket adjacent an end of the center sill of the car to which the upper end of the dead lever may be movably connected.

Another feature of the invention consists in rigidly provioing a combined striking casting and draft gear stop which is secured to an end of the center sills ofthe car with a bracket portion to which a rigid member in'eunted on the upper end of the dead lever may be pivotally connected, the pivotal connection being such that the lever may move in a plurality of intersecting planes.

A further feature of the invention consists in integrally forming adraft gear stop adjacent an end of the center sills of the car with a downwardly extending bracket to which the upper end of the dead lever may be movably attached. 1

A still further feature of the invention consists in providing an end casting which is adapted to be interposed between the center sills of the car with a bracket, means being employed for connecting the upper end of the dead lever to the bracket involving a rigid member, the rigid member being pivotally connected in interleavedrelation to the dead lever and'bracket, respectively, the pivotal connection between the bracket and rigid member being such as to permit the latter to have movement in a plurality of intersecting planes.

Other and more specific features of the invention residing in advantageous forms, combinations and relations of parts will hereinafter appear and be pointed out in the claims.

Serial No. 533,201.

I11 the drawings illustrating preferred embodiments of the invention: 1

Figure 1 1s a fragmentary Vertical sectional View of a railway car with one form of my invention applied thereto.

Figure 2 is a plan View, partly in section, of a portion of the construction illustrated in Figure 1.

Figure 3 is an enlarged fragmentary side elevation view of a combined striking casting coupler carrier iron and draft gear stop.

Figure 4 is a sectional View taken on line 4%, Figure 3. I

Figure 5 is a sectional view taken on line 55, Figure 3.

Figure 6 is a view similar to Figure 1 illustrating a modified form of the invention.

Figure 7 is an enlarged fragmentary side elevational view of the combined end casting and the adjoining portion of the dead lever connector of the modified form of the invention.

Figure 8 is a sectional view taken on line 88, Figure 7.

Figure 9 is a view similar to Figure 7 illustratlng still another modified form of the invention.

Figures 10 and 11 are sectional views taken on lines l010 and 11l1, respectively, of Figure 9.

As is well known the conventional brake rigging of railway cars consists of a fluid pressure cylinder rigidly mounted on the underframe of the car and a system of connected rods and levers for transmitting force from the cylinder to brake beams which are provic ed with shoes adapted to engage the wheels of the car trucks. T he brake beams are pivotally connected to and actuated by brakelev-ers which are usually inclined at an angle of approximately 40 to the vertical. Each of the trucks of the car is provided with two brake beams and consequently two brake levers. One of these brake levers, namely the one to which the brake applying force is first transmitted from the brake cylinder, is commonly called the live lever while the other lever, namely, the one anchored to some part of the car is commonly termed the dead lever.

As the invention only relates to means for connecting or anchoring the dead lever to the car only a portion of the brake rigging and associated parts of the car underframe have been illustrated.

Referring more particularly to the drawings 1 indicates the spaced center sills of the car which may advantageously be of substantially channel shape having upper and lower flanges 2 and 3, respectively, and an intermediate substantially vertical web portion 4. Adjacent one end of the center sills is an end casting 5 having side walls 6, constituting draft gear stops, rigidly secured by rivets 7 to the web portions of the sills. The end casting is preferably integrally formed with a suitable striking plate 8 and a coupler carrier iron 9 It will thus be observed that the end casting is what is commonly termed in the art a combined striking casting and draft gear stop.

As is customary the dead lever 10 of the brake rigging is pivotally connected intermediate its ends by a pin 11 to a brake beam 12 and at its lower end it is connected by a push rod 13 to the corresponding end of the live lever (not shown). Heretofore it has been practically universally customary to connect the upper end of the dead lever to an adjacent part of the car truck, such as the bolster, but as such a connection results in transmitting the brake forces through the car truck, thereby subjecting the latter to abnormal and eccentric strains, I propose to connect or anchor the dead lever directly to the underframe of the car. However, as

the latter is adapted to move relatively to the under-frame, the connection between the lever and the underframe must be such that the ,lever is free to move angularly with respect to the longitudinal axis of the underframe in substantially all directions. In devices which have heretofore been devised for connecting the dead lever directly to the underframe it has been customary to attach the dead lever connecting means to the latter at a point relatively close to the lever. This has made is necessary to employ relatively complex and expensive mechanism to permit the connecting means to angle sufficiently to compensate for the relative movement between the dead lever and underframe. My invention, however, contemplates providing the underframe with a bracket or portion which is spaced a relatiiely great distance from the upper end of the dead lever to which the connecting means for the latter may be attached. By increasing the distance be tween the upper end of the dead lever and the portion of the underframe to which the lever is attached the angle through which the dead lever connecting means must move may be materially reduced and the connection permitting angling of the connecting means may be greatly simplified. To afford convenient means at a point remote from the dead lever to which the latter may be connected, the end casting 5 is rigidly and preferably integrally provided, as shown in Figures 1 to 5, inclusive, of the drawings, with a bracket having a substantially vertical wall 15 which may advantageously be formed as a prolongation or continuation of the adjacent draft gear stop or side wall 6 of the end casting. Projecting laterally and outwardly from adjacent the lower edge of the wall 15 is a substantially horizontal flange or plate portion 16 which may be conveniently rigidified adjacent its outer edge by a substantially vertical upwardly extending triangularly shaped flange 17.

Interposed between the bracket and dead lever is a rigid member 18 which is pivotally connected at one end to the bracket and at the other end to the lever. The end of the rigid member connected to the bracket member 14 is bifurcated to afford spaced portions 19 between which the flange or plate portion 16 of the bracket is interposed. The portions 19 are provided with alined apertures adapted to be brought into registration with an aperture 20 formed in the plate portion 16 of the bracket. Extending through the apertures in the portions 19 and in the plate portion 16is a pin 21 for pivotally connecting the rigid member to the bracket member. In order that the rigid member may move in a plurality of intersecting planes to compensate for movement between the dead lever and the underframe the apertures in the portions 19 of the rigid member or the apertures in the plate portion 16 of the bracket member or, as shown in the drawings, the apertures in both of the members are preferably of a diameter greater than the diameter of the pin 21 and the distance between the portions 19 is greater than the thickness of the plate portion 17. In this manner it will be observed that although the rigid memberis pivotally connected to the bracket by a substantially vertical pin the pivotal connection is such as to permit movement of the rigid member. in a plurality of intersecting planes.

The end of the rigid member connected to the dead lever is also bifurcated to afford spaced portions 22 between which the upper end of the dead lever is adapted to be inserted. The spaced portions are formed with alined openings to receive a pin 23 which extends through an opening in the upper end of the dead lever for pivotally connecting the latter to the rigid member. Instead of providing the portions 22 with only one pair of alined pin receiving openings or apertures they are preferably formed with a plurality of pairs of such openings so that the rigid memher and dead lever may be connected in different positions of adjustment. Moreover, the plate portion 16 of the bracket may be formed with more than one pin receiving opening so that the rigid member may be also connected to'the bracket in different positions of adjustment. To permit of a very fine degree of adjustment to take up whatever slack may occur in the brake rigging the distance between th'ecenters of the apertures in the bracket is preferably different than the distance between the apertures in the rigid'member.

In the form of the invention illustrated in Figures 6 to 8, inclusive, of the drawings, the end-casting 5 is integrally provided with a bracket of slightly different constructionthan that shown in the principal form of the invention and the construction of the cooper ating end of the rigid memberis also slightly modified; The bracket is provided with substantially vertical horizontally spaced walls 24 and 25,respectively, the latter being disposed in substantially the plane of the adjoining side wall of the casing'and'constituting in effect a continuation thereof. The walls 24 and 25 may advantageously be integrally connected by a top wall 26and an end wall 27. If desired, the bracket may be conveniently reinforced by an upwardly eX- tending substantially triangularly shaped flange 28 disposed in the plane of the end wall 27.

' The end of the rigid member 18 which is adapted to be connected to the bracket is preferably flattened and is interposed between the walls 24 and 25 which are provided with alined apertures for receiving a pivot pin 29. This pin extends through an aperture formed in the flattened end portion of the rigid member for pivotally connecting the latter to the bracket. As in the principal form of the invention the apertures in the walls 24 and 25 or the aperture in the flattened end of the rigid member or, as shown in the drawings, all of these apertures are of a diameter greater than the diameter of the pin 29 and the distance between the walls 24 and 25 is greater than the thickness of the flattened end of member 18 so that the member may move sufliciently in a plurality of intersecting planes to compensate for all relative movement between the car truck and the underframe.

In the form of the invention illustrated in Figures 9 to 11, inclusive, the outer end of the rigid member 18 is connected to a bracket 30 which although it is not formed integrally, with the end casting is rigidl secured thereto by a plurality of the rivets 7 employed for connecting the casting to the center sills. This bracket is formed with substantially vertical offset portions 31 and 32, respectively, connected by a downwardly inclined portion 33 overlapping the upper surface of the lower flange 3 of the adjacent side sill. The upper flange 31 overlaps the outer face of the adjacent portion of the we 41 of the adjoining center sill, being rigidly secured thereto by the attaching rivets 7 while the portion 32 extends downwardly below the flange 3 of the sill to serve as convenient means to which the adjoining end of the rigid member 18 may be secured. As in the principal form of the invention the end of the rigid member adapted to cooperate with the bracket is bifurcated to the diameters of these apertures are greater than the diameter of the connecting pin and the distance between the spaced portions of therigid member is greater than the thickness of the intervening portion of the bracket so that the rigid member may move in a plurality of intersecting planes to compensate for relative movement between the car truck and underframe. I i

From the foregoing it will be observed that simple and rugged means has been provi ded for pivotally connecting the dead lever to the undcrframe at a point remote from the lever, the pivotal connection being such that the dead lever is free to move angularly with respect to the longitudinal axis of the underframe in substantially all directions to compensate for relative movement betwee the underframe of the car truck.

I claim: I

1. In a railway car brake rigging, the combination with the underframe of acar involving spaced center sills, of a combined striking casting and draft gear stop secured to the sills adjacent an end thereof, a dead lever, a bracket rigid with said casting, and means for connecting the upper end of the dead lever to the bracket involving a rigid member, said member being pivotally connected at one end to the dead lever-andat the other end to the bracket, the pivotal connection between the bracket and rigid member being such as to permit the latter to have movement in a plurality of intersecting planes.

2. In a railway car brake rigging, the combination with the underframe of a car involving spaced center sills, of a casting involving a draft gear stop rigidly secured to the sills, a dead lever, a bracket rigid with said casting, and a rigid member pivotally mounted on the dead lever, said bracket and rigid member having portions pivotally connected and disposed'in interleaved relation, the pivotal connection between the bracket and rigid member being such as'to permit afford spaced portions 34 but in the present the latter to liavemov'ement in a plurality of intersecting planes.

3. In'a railway car brake rigging, the combination with the underframe .ofa car involving spaced center sills, of a casting involving a striking plate rigidly secured to the sills, a dead lever, a bracket member rigid with said casting, and means for connecting the upper end of the dead lever to the bracket involving a rigid member, said rigid member having portions respectively disposed in interleaved relation with and pivotally connected to the bracket and dead lever, the pivotal connection betweenthe bracket and rigid member being such as to permit the latter to have movement in a plurality of intersectingplanes.

4. In a railway car brake rigging, the combination with the underframe of 'a car involving spaced center sills, of an end casting rigidly secured to the sills,-a dead lever, a bracket member rigid with the end casting, means for connecting the upper end of the dead lever to the bracket member involvin g a rigid member pivotally mounted on the lever, said bracket and one end of the rigid member having pin receiving apertures, and a pin disposed within said apertures and pivotally connecting said members,the diameter of one of said pin receiving apertures being greater than the diameter of said pin to permit the rigid member to move in a plurality of intersecting planes.

5. In a railway car brake rigging, the combination with the underframe of a car in volving spaced center sills, of an end casting between and pivotally connected to said spaced portions, the thickness of said interposed portion being less than the distance between said spaced portions and said pivotal connection being such as to permit movement of the rigid member in a plurality of intersecting planes.

6. In a railway car brake rigging, the combination with the underframe of a car involving spaced center sills, of an end casting rigidly secured to the sills, a dead lever, a bracket member rigid with the end casting, and a rigid member movably mounted on the dead lever for connecting the latter to the bracket member, said rigid member having spaced portions and said bracket member having a portion interposed between said spaced portions, the portions of both of said members being provided with pin receiving apertures, and a in disposed within said apertures and pivota ly connecting said members, the diameter of one of said pinreceiving apertures being greater than the diameter of said pin to permit the rigid member to have movement in a plurality of intersecting planes. I

7. In a railway car brake rigging, the combination with the underframe of a car involving spaced center sills, of a casting involving a draft gear stop rigidly secured to the sills, a dead lever, and a bracket formed integrally with said casting, and means involving a rigid member for movably connecting theupper end of the dead lever to said bracket.

8. In a railway car brake rigging, the combination with the underframe of a car involving spaced center sills, of a casting involving a striking plate rigidly secured tothe sills and provided with a bracket portion extending below the latter, a dead lever, and means for connecting the upper end of the dead lever to the bracket portion involving a rigid member. 1

9. In a railway car brake rigging, thecombination with the underframe of a car involving spaced center sills, of a combined striking casting and draft gear stop rigidly secured to the sills, a dead lever, a bracket rigid with said casting and provided with a substantially horizontal portion below the center sills, and means for connecting the upper end or" the dead lever to the bracket involving a member pivotally connected at one end to the dead lever and at the other end to the bracket. 7

10. In a railway ear brake rigging, the combination with the under-frame of a car involving spaced center sills, of a casting having substantially vertical side Walls constituting draft gear stops and respectively secured to said sills, a bracket member formed integrally with said casting and having a portion disposed in substantially the plane of one of the side walls of the casting, a dead lever, and means for movably connecting the upper end of the dead lever to said bracket.

11. In a railway car brake rigging, the combination with the underframe of a car involving spaced center sills, of a combined striking casting and draft gear stop interposed between the sills, a dead lever, a bracket rigid with said casting and having downwardly extending substantially vertical por- :tions, and means for connecting the upper end of the dead lever to the bracketinvolving a rigid member, said member being pivotally connected at one end to the dead lever and having a'portion adjacent the other end interposed between and pivotally connected to said vertical portions of the bracket.

12. In a railway car. brake rigging, the combination with the underframe of a car having spaced center sills, of'a casting having substantially vertical side walls constituting draft'gear stops and respectively secured to said sills, a dead lever, a bracket.

rigid with said casting and having substantially vertical walls one of which constitutes a prolongation of one of the side walls of said casting, a substantially horizontal web integrally connecting the upper portions of the vertical walls of the bracket, and means for connecting the upper end of the dead lever to the bracket involving a rigid member having a portion interposed between and pivotally connected to the said walls of the bracket.

13. In a railway car brake rigging, the combination with the under-frame of a car having spaced center sills, of an end casting having substantially vertical side walls respectively secured to said sills, a dead lever, a bracket formed integrally with said end casting, and means for movably connecting the upper end of the dead lever to the bracket involving a rigid member, said bracket involving substantially vertical side walls one of which constitutes aprolongation of one of the side walls of the casting, an end wall integrally connecting the vertical walls of the bracket, and a reinforcing flange extending upwardly above the bracket and disposed in the plane of the end wall of the latter, said rigid member having a portion interposed between and pivotally connected to the vertical walls of the bracket.

14. In a railway car brake rigging, the combination with the under-frame of a car involving spaced center sills, of a combined striking casting and draft gear stop interposed between the sills, a dead lever, a rigid member pivotally mounted on the upper end of the dead lever, said rigid member being provided with a bifurcated portion, and a bracket rigid with said casting and having a substantially vertical portion extending below the sills, said vertical portion being disposed in and pivotally connected to the bifurcated portion of said rigid member.

15. In a railway car brake rigging, the combination with the underfra-me of a car involving spaced center sills, of a draft gear stop rigidly secured to one of said sills, rivets for attaching said stop to the latter, a bracket rigidly secured to said stop by said rivets, a dead lever, and means for connecting the upper end of the dead lever to the bracket involving a rigid member pivotally attached to the latter.

16. In a railway car brake rigging, the combination with the underframe of a car, of a dead lever, a bracket rigid with the underframe, and means for movably connecting the upper end of the dead lever to the bracket involving a rigid member, a pin for pivotally connecting one end of the rigid member directly to the bracket and a pin pivotally connecting the opposite end of the rigid member directly to the upper end of the dead lever, the axes of said pins being angularly disposed to permit movement of the dead lever in a plurality of intersecting planes.

17. In a railway car brake rigging, the combination with the underframe of a car, of a dead lever, a bracket rigid with the underfram-e, and means movably connecting the bracket and the upper end of the dead lever for permitting the latter to move in a plurality of intersecting planes, said means involving a rigid member, a substantially vertical pin pivotally connecting one end of the rigid member directly to the bracket and a pin whose axis is substantially normal to the dead lever for pivotally connecting the other end of the rigid member directly to the upper end of the dead lever.

18. In a railway car brake rigging, the combination with the underframe of a car, of a dead lever, a bracket rigid with the underframe, and means for movably conneeting the upper end of the dead lever to the bracket involving a rigid member provided with a bifurcated portion adjacent one end thereof to receive the upper end of the dead lever, a pin pivotally connecting said bifurcated portion of the rigid member to the upper end of the dead lever, and a pin pivotally connecting the rigid member directly to the bracket, the axes of said pins being angularly disposed for permitting movement of the dead lever in a plurality of intersecting planes.

19. In a railway car brake rigging, the combination with the underframe of a car, of a dead lever, a bracket rigid with the underframe, and means for movably connecting the upper end of the dead lever to the bracket involving a rigid member provided with a bifurcated portion adjacent one end thereof for receiving the upper end of the dead lever,

a pin pivotally connecting said bifurcated portion of the rigid member to the upper end of the dead lever, said bracket being provided with spaced portions for receiving the other end of the rigid member, and a pin extending through said spaced portions for pivotally connecting the rigid member thereto, the axes of said pins being angularly disposed for permitting movement of the dead lever in a plurality of intersecting planes.

In testimony whereof I aifix my signature.

CYRUS HANKINS.

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