US1906523A - Railway braking apparatus - Google Patents

Description

` H. L. BONE RAILWAY BRAKING APPARATUS May 2, 1933.

Filed March 25, 1930 Lm, mo mB W. mA.

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- otally supported in lPatented May 2, 1933 UNITED STA a SIGNAL covMrANioF` swrssvALE, rENNjsY,LvANkA,4 AconronATroN orrENN- SYLVAN'IA.

Application led March 25,

My invention relates to railway braking apparatus, and particularly to braking apparatus of the type comprising braking bars located in the trackway adjacent a track rail and arranged to be moved at times into engagement with the wheels of a car or vehicle.

I will describe one form of braking `appa.- ratus embodying my invention, and will then point out the novel features thereof in the claim.

In the accompanying top plan view showing one rail of a railway track having associated therewith one form of braking apparatus embodying my invention. Fig. 2 is a transverse sectional view of the braking apparatus illustrated in Fig. 1 showing on a somewhat larger scale the positions which the parts occupy when the braking apparatus is engaging a car wheel. Fig. 3 is an enlarged detail viewL of a portion of the apparatus illustrated in Fig. 1.

Similar reference characters refer to similar parts in all three views. w

Referring first toFigs. 1 and 2, the reference character 1 designates a railway track rail which is supported by tie plates 2 secured to the usual cross ties 3, and along which cars normally move in the direction indicated by the arrow. Located on opposite sides of this rail are two braking bars B and C, each comprising a pluralityy of beam sections 6. Each beam section 6 is provided with the usual Wheel engaging shoe 7. Piveach beam section 6 of each braking bar are a plurality of trunnions D. Each trunnion D is connected with the adjacent beam section by means of a resilient linky Gr being disposed at angles with the rail in such manner that movement of the 'beam sections in directions parallel to will result in movement of these sections to-` ward and away from the rail, that is, into closed and open positions of the braking bars. The beam sections may tions parallel to the rail by any suitabley means, such, for example, as by the mechanism shown and described in my copending application for. States, Serial No. 307 ,895, tiled September 24,

drawing,F1g. 1 1s a n vinthe confronting end closest to the rail 1 will engage the side-8EL y,the tongue on thefloeam`- `Vance..

the trackway `adjacent` G, the links l the track rail be moved in direc- Letters Patent of the United RAILWAY BEARING ArPAaA'rUs'ff;

1928,-` for" railway .braking apparatus, which hasfbecome Patent No. 1,812,191; This operatingmechanism is omitted fromthe drawing because it Yforms no part of my present invention. It should be pointed out, however, that this mechanism is so constructed that when the braking bars are in their closed positions and abeam section is engaging a car wheel, thereby causing the springs of the resilient links G which are connected with. such beam `section to limited. amount'of tipping of this ybeam section will take 'place as illustrated in Fig. 2, this vtipping causing the associated brake shoe to engage thecar wheel at a. higher point and therefore a more effective point than would be the case if this tipping did not take place.

Referring. now also to Fig. 3, each beamsection 6 is provided at one end with a vertical tongue Swhich enters a vertical-'groove 9 ofthe adjacent beam section. .xl/Vith this articulatedl connection, oar wheel'smay pass smoothly from one beam section` to the next l`without undesirable shocks. The parts are so arranged. that the tongues 8' are on the` entering endsof the beam sections, so that when a car wheel passes from onefbeam sectionto the'next, the wall 9 ofthe; correspond-ing groove 9 which is of sectionnext in ad- The parts4 are further proportioned in such manner that the regions of contact between the mating tongues and grooves under the above conditions are atleast as close to the rail as the line through the points of connection between the beam sections and the resilient links G.

With the parts constructed in this manner, I havefound that when the braking bars are in their closed positions and a car wheel is about to pass from a given beam section to the beam section next` in advance, the entering end ofthe lbeam section next in advance will not only be forced away from the rail. the. same distance as thek leaving end of the given beam section, but will also be tipped or raised approximatelythe same amount as the givenbeam section israised by engagement ywiththe car wheel. As a result, when the car wheels pass from one beam section to the neXt, there is no shock either to the car wheels or to the braking apparatus so that a more effective braking action takes place, and the life of the apparatus is greatly lengthened due to the decreased strains. Furthermore, since the b-eam sections are raised as well as moved away from the rail in advance of the entry of a car wheel into a section, any ten` dency of the beam sections to lift the car wheels oi of the rails as the wheels enter-'a section is practically eliminated.

Although I have herein shown and described only one formof railway braking apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claim without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

Railway braking apparatus comprising two beam sections located end to end beside a' track rail, a plurality of resilient links connected at one end with each beam section in such manner that said beam sections will be moved toward or away from the track rail into open or closed positions in response to movement of the beam sections in directions parallel to the rail and that when said beam sections are in their closed positions and a beam section is engaging a car wheel a slight amount of tipping of such beam section takes place, the rear one of said beam sections being formed on its leaving end with a vertical` groove having one wall at least as close to the rail as the line of application of forces applied to the'beam sections by said resilient links, and a tongue on the other beam section entering said groove and adapted to be engaged by said wall when said rear beam seetion is engaging a car wheel, whereby said other beam section is'both moved away from the rail and tipped in advance of the' entry of the car wheel into said other section.

In testimony whereof I aliX my signature. y

HERBERT L. BONE.

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