US1417185A - Emergency structure for railway cars - Google Patents

Description

H. w. LINDSEY. EMERGENCY STRUCTURE FOR RAILWAY CARS- APPLICATION FILED NOV-19,1919.

Patented May 23, 1922.

2 SHEETSSHEET I.

H. W. LINDSEY. EMERGENCY STRUCTURE FOR RA|LWAY.CARS.

APPLICATION FILED NOV-19, 1919. 1,417,185.

' Patented May 23, 1922. 2 SHEETS-SHEET 2. W 5

avwewtoz tlNl'lE STA Henson W. nrnnsnz", on ATLANTA, enonern.

EMEIRGENOY STRUCTURE FOR RAILWAY CABS.

Specification of Letters Patent.

Patented May 23, 1922.

Application filed November 19, 1919. Serial No. 339,096.

T 0 all 107L077} it may concern Be it known that I, Home]; Vi. Lmcsnr a citizen of the United States, residing at Atlanta, in the county of Fultonand State of Georgia, have invented'certain new and useful Improvementsin Emergency Structures for Railway Cars, of which the fol- I lowing is a specification, reference being had therein to the accompanyingdrawing.

This invention relates to railway cars and,

more especially, to mechanismcarried thereby or associated therewith for controlling the brake-beam thereof "in the event that it is abnormally displaced from position whereby danger of accidents resulting from the dropping; of the bralre bean1 upon the tracks is obviated or reduced to a minimum.

The primary object of the invention to provide mechanism, of simple construction, that is actuated by the abnormal movement of the brake-beam of a railway car, first to control the movement and position of the brake-beam and (if desired) to operate the associated air-brake system to bring: the car and, thus, the entire train, to a standstill.

A further obj ectof the invention is to provide an auxiliary support for the brakebeam which is adapted to function for effectually controlling the movement and position of the brake-beam in the event that the latter is actuatedbeyond prescribed limits (of movement with consequent danger that it wouldthen drop down upon the underlying tracks and derail the car or otherwise cause serious damage thereto.

still further object'within thecontemplation of the inventionis to provide, in conjunction with the aforementioned auxiliary brake-beam support, means associated with the air-brake system of the train whereby,

after the brake-beam hasreached a predetei mined position during; its abnormal movement away from normal, it will operate a valve in the system and'thereby effect operation of'the brakes to bring thetrain to a stop. H

lVith these andother objects in view, the invention includes, broadly-i.n conjunction with the usual brake-beam of a railway car and the supports or hangers whereby it is maintained in normal position, and in operative relation to function for, positioning the brakes in respect to the car wheelsan auxiliary support for the brakebeam adapted,

itself, tofunction in the event that. the usual supports for the brake-beam becomes broken or otherwise damaged; there being preferably associated with this support a connection with the air-brake system of the car whereby, if the auxiliary support is actuated beyond a predetermined point, it will operate the air-brake system automatically.

The invention. more specifically defined, resides in a structure which includes one or more members connected to a stationary part of the car and also to the brake-beam thereof, each of the members being of a construction and form to pcrmita certain amount of movement of the brake-beam in its normal operation of positioning the brakes in respect to the wheels and operating to guide the brake-beam in its movement in the event that it becomes disengaged from its usual supporting instrumentalities and preventing it from dropping down upon the underlying tracks or under the wheels of the car; and, in some instances,this structm'e is associated with operating mechanism connected to the air-brake system of the car whereby the system is actuated if the brake-beam moves beyond a certain point but under the control of the member, so that, in addition to controlling the movement and the position of the brake-beam, the member then also functions as a CGIHDOTlQn-i ofthe air-brake tern to operateit.

I am aware that it is not broadly new to associate with the hra m-heani of a car means connected to the airrbral-te system thereof for operating the same in the event that; the hrakebeam is abnormally di placed but, so farms I am aware, it is new to associate with such a structure means for controlling the movement and position of tie brake-beam in the event that it becomes abnormally displaced so that, in addition to operating the air-brake system, it will. be precluded from dropping onto the rails or passing under the wheels of the car, and this I claim to be ofmy invention In order that the invention may be more readily understoorhl have disclosed two cmbodiments of the same in the accompanying drawings; but it will be apparent therefrom, as well as from the description which follows, that the invention is susceptible of a wide range of modification and variation without departing from the salient features or sacrificing any of the underlying principles of the invention; and in these drawings:

Fig. 1 is a view in top plan of a car truck with my invention embodied therein;

Fig. 2 is a view in vertical longitudinal section, on the line :22 Fig. i;

Fig. 3 is a fragmentary view showing a brake-beam and my auxiliary beam-support associated therewith;

Figs. 4:, 5 and 6 are fragmentary views, mostly in elevation, and more or less diagrammatic, showii'ig (in Fig. 4-) the norn' al position of the parts; and (in Fig. 5) the position of the parts when the hralm-beain is elevated away from normal position; and (in Fig. 6) the position of the parts when the brake-bea1n has been displaced downwardly away from normal position, the

' auxiliary hanger, in this figure, appearing in full lines in one o:l:.its abnormal positions and, in dotted lines. a different abnormal position of the hanger wherein it is locked or blocked against upward mo vcment; and

Fig. 7 is a fragmentary view, in perspective, of a brake-beam and my auxiliary support associated therewith; the latter being independent of the operative connection between the brake-beam and the valve-operating lever.

Referring to these drawings:

The reference-numeral l designates, gen erally, the truck of a railway-car of usual construction, and which includes a truck- 'bolster 2, a truck frame 3, axles at, wheels 5 thereon, and a brake-beam 6 extending transversely of the car but juxtaposed to the bolster, and which carries the usual make-foot? on which is disposed a brake-shoe 8. The brake-beam is sustained in normal position by one or more links or hangers 9 connected to the truck-bolster and to the brake-beam. as shown, one adjacent each end thereof. The particular form of these hangers for the brake-beam is, so far as my in ention is concerned, immaterial; but I elect to utilize the usual types thereof which are found to be most efficient in modern practice.

Inasmuch as a sudden or emergency open ation of the brakes might, and usually does, move the brake-beam to an abnormal extent, either the beam itself (at the point of its connection with said hangers) is, or the hangers themselves are, broken whereupon, as the brake-beam is then unsustained, it will either drop down upon the tracks, or pass under the wheels, or be thrown upwardly against parts of the truck so that, eventually, it will drop down upon the tracks or pass under the wheels and effect a derailment; of-the car: This sort of accident is quite usual at the presentday, and at least 7 5% of the rlerailment-accidents on railway-trains are due to the abnormal displacement of the brake-beam and itspass- ,ing;underthe wheels with consequent derailment of the car. 'As already mentioned,

it has heretofore been proposed to connect the brake-beam with the air-brake system of the car so that abnormal movement of the brake-beam will operate the system and bring the car to a stop; but, it frequently happensjthat, before: the car can be brought to a standstill, the brake-beam will have passed under the wheels and caused derailment. Hence, I propose to associate with the structure just mentioned means connected to or associated withthe brake-beam to guide it in its abnormal movements and effectually hold it against detachment from the car so that it will, then, be precluded from falling on the rails and effecting a derailment. p

To this end, I provide what I shall herein designate as an auxiliary support from the brake-beam; and this support comprises a member 10 which, is permanently attached either to the truck-frame (as shown), to the truck-bolster, or to some other part of the car. The particular manner of attaching this auxiliary support is immaterial, so long as its attachment is of such a character as to withstand strain upon the support in the event that the brake-beam is displaced from normal position. I prefer to provide at least two of these members 10, each member being associated with one end of the brakebeam, as shown. r

Each of these auxiliary members-which may also serve as a hanger-is formed as an irregularly-shaped link or elementmade preferably of round. bar-iron or steel and provided with upper and lower eyes or lugs 11 and 12 for effecting an attachment of the member to the truck-frame, as already mentioned,

Each of these members 10 comprises an elongated. vertical section 13 formed by two parallel portions 14 and 14*; two elbowsections 15 and 15% and an enlarged horizontal section 16. Between these several portions an opening, or space.

Loosely encircling the portion 15 is a li1ik-element 17 adapted to slide upon this I section and in the said opening or space; and, during an abnormal movement of: the element. it may pass around the elbow-section lfi aud into the enlarged space or area 18 formed by the section 16, as will be presently explained. V

Preferably and as shown, the brake-beam itself is jointed or otherwise secured, as at 19 a to the link 17, the latter forming the ac re connection between the brake-beam and the auxiiiary support 10.

Rigidly or loosely connected to the link ll-as may be desired or as will best meet particular conditionsis an upstanding valve-operating element 20 provided with an elongated longitudinal slot 21.: .Operatively associated with the element 20 is a valveopen-ing lever 22, the latter carrying, at one end, a pin 23 adapted to move in the slot 21. The lever 22 is, preferably, pivoted to and operates the valve 24, the latter (of usual construction) being disposed on a branch-pipe exteir" t t; irom a main trainline or air-pipe forming a part of the air system ot the train. it is to be understood that there will preferably be as many ot the branches as there are wheels on the car; and that likewise, there will be a brakebeam for each pair of wheels with a corre ponding number of other parts and in strumentalities oi the kind above described.

Operation: l seaming; that the wheels oi the car viewed in Fig. are revolving in a clockwise direction, and that it becomes necessary for the engineer of the train to operate the brakes suddenly, and it, then, the engr gement oi the brakes with the wheels some other action results in the breaking of the beam-hanger which connects the beam to the truck-bolster, with consequent abnormal displacement or dislocation of the beam; then, my improved beam-controlling structure-embracing the members 10 and the links 1i-becomes active in order that the beam may not be carried (by reason of the engagement of the brakes with the wheels) into a position to cause an accident. To this end, the members 10 function to guide the links 17 in theirupward movement (when carried in that direction by the beam) until the links reach the upper end of the section 13 of the member 10, at which point the brake-beam will thereby be held against further upward movement. llormallythe pin 23 will occupy a position at the lower end of the slot 21; and. when the link 17 is raised in the manner inst explained. the valve-open in lever 22 will be lifted but without operating the valve 24. i

if. hmveve'r the wheels of the car are rotating in a counter-clockwise direction, and if then. the engagement ot the brakes with the wheels results in the disconnection of the brakclieam from its hangers, my improved structure, as above dcscriberh will then function to control the downward movement of the briike-beam'; and this is accomplished by the link 17 sliding downwardly being guided in vitsmorement by the rertical section 13 of the member 10. it swh downward movement be such as to position the link 17 at the elbow-section of the member 10, the latter will guide the lu'ake-beam into its enlarged area 18 and there hold or lock it (as shown in Fig. 6)

and prevent its further movement or droppin; onto the underlying rails. the elbow portions 1:? and lit contributing to this result, It is to be understood thatmhe slot-21 in the ."alre-operatine element is of such M unit the element to have considerable downward Increment or lost motion-as. for instance, down to a position adjacent the elbow-section i1 5--whereu aon inasmuch as the dislocation of the brake beam 6 may also occur otherwise than during the operation of the brakes. In Figs. 4, 5, and 6, l have shown the relative positions of the parts oi my improved structure as just explained. In the operation of: valve link 17 has a movement vertically in a free path until stopped by the upper limit of slot then downwardly until elbow 15 is reached, when this movement is translated amrularly to the vertical into an approxiintwly horizontal direction. It is found that this arrangement insures a gradual and not too sudden actuation of the valve.

Ji'oriificafions: In Fig. 7, I have showna somewhat modified form of construction; this involving the attachment of the valveoperating element 20 directly to the brakebeam 6 in lieu oit' attaching it to the link 17, as above-described: In this arrangement the operation of the element 20 is ettected, not ilirectly by the link 17. but by the movement oi the brake-beam itself.

It is to be understood that my invention isapplicable to any type of car in which a brake-beam is employed; and, also that the auxiliary beam-hanger herein described may be used in conjunction with an airbra-ke s tam or not. as may be desired.

From the foregoing. it will be perceived that l have disclosed an effective structure, both for controlling; the movement and position or? the b'rali'e-beam and, also, For operating the air system of" the car, in an emen grcncy; that I have now described the princiiis'les oi operation of the structure; and that have made apparent its advantages and principal features. It is to be understood. l'row e'ver, that I do not limit myself to the particular aggroupments oi the parts, nor to the special manner of relating them one to the other. except in so far as the structure involves. as a primary instrumentality, an auxiliary brake-beam support that tunctions only in the event of the abnormal dislocation ofthe brake-beam and which. when functioning, guides the brake-beam to a point where its abnormal movement can be ell ectually arrested and be there maintained are including in combination a brakebeam, hangers therefor, a truck-bolster to which the hangers are connected, an auxiliary beam-support associated with said hangers and comprising an angular memher, a connecting-element between the support and the beam and slidable on the support, first in a vertical direction and then in an approximatelyhorizontal direction, the member being formed with an enlargement into which the element is disposed by the abnormal movement of the brake-beam, and

an associated air-brake system operable by movement of the connecting-element.

2. An emergency structure for railwaycars including in combination a brake-beam, hangers therefor, a truck-bolster to which the hangers are connected, an auxiliary beam-support associated with said hangers and comprising an angular member, a connecting-element between the support and the beam and slidable on the support, first in a vertical direction and then in an approximately horizontal direction, the member being formed with an enlargement into Which the element is disposed by the abnormal movement of the brake-beam, and an associated air-brake system including a valve and a connection between the valve and the ele ment whereby abnormal movement of the element will operate the valve.

3. 'An emergency structure for railwaycars including a truck, a truck-bolster carried thereby, a brake-beam juxtaposed to the bolster, a hanger for connecting the brakeheam to the bolster, an auxiliary beam-support adapted to function to sustain the brake-beam if it becomes dislocated and of angular form to provide a plurality of operating sections angulated to each other, a conmeeting-link attached to the brake-beam and having a sliding movement on the support, first in one direction and, then, in an angular direction one section of the support being enlarged to receive and hold the connecting-element when the brake-beam is abnormally dislocated, and a valve-device operable by abnormal movement of said brake-beam.

l. An emergency structure for railwaycars including a truck, a truck-bolster carried thereby, a brake-beam juxtaposed to the bolster, a hanger for connecting the brakebeam to the bolster, an auxiliary beam-support adapted to function to sustain the brake-beam if it becomes dislocated and of angular form to provide a plurality of operating sections angulated to each other, a connecting-link attached to the brake-beam and having a sliding movement on the support, first in one direction and, then, in an angular direction, one section of the support be mg enlarged to receive and hold the connecting-element when the brake-beam is abnormally dislocated, an air-brake system carried by the car and including an emergency-valve and a connection between the valve and the connecting-element whereby, by an abnormal movement of the element, the valve is operated to release air theretrough from the system.

An emergency structure for railwaycars including a truck, a bolster carried thereby, a brake-beam juxtaposed to the bolster, hangers connecting the beam to the bolster, an auxiliary-support for the beam adapted to function. by dislocation of the beam from the hangers and comprising a plurality of members, each angular in form to present a plurality of sections angulated to each other, one section thereof being formed with enlargement, a connecting-ele- 111G111, attached to the brake-beam and having movement in relation to the angular member, first in asubstantially vertical direction and, then, in an approximately horizontal direction and into said enlargement whereby it is held against further abnormal movement, a valve -operating element associated with the brake-beam, a valve-opening lever connected to the valve-operatingele meut, a valve controlled by the lever, and an air-brake system associated with the valve.

6. An emergency structure for railwaycars including a truck, a bolster carried thereby, a brake-beam juxtaposed to the bolster and movable in relation thereto, a valvedevi'ce operatively connected to said brakebeam, hangers associated with the bolster for normally sustaining the brakebeam, means associated with the brake-beam for controlling its movement and position in the event of its abnormal movement in relation to the bolster; said means comprising an auxiliary hanger associated with the bolster and inactive during the normal movement of the brake-beam but automatically rendered active by an abnormal movement of the brake-beam, said auxiliary hanger comprising an angular member having a plurality of operating sections angulated to each other, and a connection between the auxili ary hanger and the brake-beam whereby abnormal movement of the beam. is guided by the auxiliary hanger, first in a substantially vertical direction and then in an approximately horizontal direction.

7. An emergency structure for railwaycars including a truck, a bolster carried thereby, a brake-beam juxtaposed to the bolster and movable in relation thereto, hangers associated With the bolster for normally sustaining the brake-beam, means associated with the brake-beam for controlling its movement and position in the event of its abnormal movement in relation to the bolster; said means comprising an auxiliary hanger associated with the'bolster and inactive during the normal movement of the brake-beam but automatically rendered active by an abnormal movement of the brakebeam, said auxiliary hanger comprising an angular member having a plurality of operating sections angulated to each other, a connection between the auxiliary hanger and the brake-beam whereby abnormal movement of the beam is guided by the auxiliary hanger, first in a substantially vertical direction and then in an approximately horizontal direction; in combination with an 10 auxiliary air-valve operatively associated HORACE W. LINDSEY.

lVitnesses M. E. SMOOT, EDMUND H. PARRY.

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