US2088857A

US2088857A - Automatic emergency brake setting device

Info

Publication number: US2088857A
Application number: US100303A
Authority: US
Inventors: Frank P Holmes
Original assignee: Individual
Current assignee: Individual
Priority date: 1936-09-11
Filing date: 1936-09-11
Publication date: 1937-08-03
Anticipated expiration: 1954-08-03

Description

Aug."3,-1937 F. P. HOLMES 2,083,857

AUTQMATIC EMERGENCY BRAKE SETTING DEVICE "Filed Sept. 11', 1936 2 Sheets-She'et -1' FREE- F. P. HOLMES AUTOMATIC EMERGENCY BRAKE SETTING DEVICE Aug. 3, 1937.

8 2 Sheets-Sheet 2 Filed Sept. 11, 1936 8 4 UNITED STATES AUTQMATIC EMERGENCY BRAKE same; i

DEVIC Frank P. Holmes, Memphis, Tenn. Application September- 11, 1936, SerialNo.100,303 l 2 Claims. (Cl. 246-170) This invention relates to an automatic emergency braking device for stopping trains, and particularly to means forstopping a train in the 1 event of derailment of any of the units of the train. 3

The object of. theinvention is to incorporate this device on all railway equipment in road service in connecti n with theair brakes now in service, with the view and intention of averting railroad wrecks, whereby the moment thecar. on which itis attachedleaves the rails and hits the ties, the device will become functionally operative to cause the air brakesto be setinstantly as in an emergency application thereof, throughout the entire train which cannot move until such adjustments are made to release the air brakes on the entire train.

Another object of this invention relates to the applicability of the same to freight or passenger cars without any material alteration in the construction thereof, and fulfilling the intended purpose in an effectivemanner.

, The invention consists in the'novel construetion and combination of parts hereinafter particularly set forth and pointed out in the claims; it being understood that while the drawings show the preferred embodiment of this invention, I do not wish to be limited tothe exact construction,

, but desire'to make such changes in the form,

size, proportion and minor details or construction as will come within the scope of the appended claims.

In the drawings:-

Figure 1 is an end view of so much of a railway truck as seems necessaryto disclose in order to show the application of theinvention thereto.

Figure 2 is a similar partial view of the truck shown in a derailed position with the invention shown in an operative position.

Figure 3 is a detail sectional view showing the 'operating lever connection tothe brake system taken on line 3-3, Figure 1.

Figure 4 is a detail sectional view showing the foperative lever mounting. takenon line 4-4,

Figure 1.

Figure 5 is a detail sectional view showing th' operating lever guide, taken on line 55, Figure 1.

. Figure 6 is a detail sectional view through a part of the brake setting device taken on line 66, Figure 1.

Referring to the drawings, the car truck indicated, which may be of any standard or desired form, isprovided with the wheels Ill mounted on the axle II which is supported within the journal tance.

boxes I2 mounted in the side-frames I3. Suit- I ably supported on springs (not shown) is a bolster H which supports through the medium of the center bearing ii the body truss on girder i6. Bridging the side frames I3, is a sand board IT. The wheels l0 rest on the rails, [9 which are supportedon the ties 2D. 1 I

Depending from-the centerportion of the sand board I! is a bracket 22 rigidly secured thereto by the rivets 23. Carried by the bracket 22 is a projecting pivot pin 24 on which is pivotally mounted parallelto the sand board I! the operating lever 25 of the automatic emergency brake device. Preferably washers 26 aretarranged on the pin 24 on each sideofthe lever 25, the whole being retained on the pin by the cotter-pin 21.

The operating lever 25 is formed of substantially heavy stockand comprises a wide center portion 28 and two. oppositely extending tapering

arms

23 and 30. In the normal position of the lever 25 the arm 29 is horizontal, the center portion 28 is inclined upwardly and to the right therefrom,

the arm 30 projecting substantially horizontal from the upper end thereof. The dimensions of the lever 25 and its supporting bracket 22 are such that the end of the lower arm 29 extends transversely across the rail i9, clearing the side frame by substantially 3 and no closer to the rail than 2 in accordance with the Master Car Builders' rules. To guide the lever 25 in its movement and to prevent the same from engaging therail (in its normal position) there is provided a loop 32 formed of strap iron rigidly secured as by the rivet 33 to the sand board I'I.

Running longitudinally of the car is the usual train air pipe 35 provided with a cut-out valve 36 connected thereto by a short nipple 31, the connection being such that the same is in a plane forwardly of the bolster 14 by a substantial dis- Threaded into the cut-out valve 36 is a length of cast-iron pipe 38 provided at its free end with a cap 39 and held in place by a bracket 40 positionedclose to the cut-out valve and rigidly secured to the frame l6 as by the rivets 4|.

The end of the lever arm 30 is connected to the end of the cast iron pipe 38 by a length of chain and a rod 46. One end of the chain 45 is connected to an eye 41 of the rod 46, the other end of the chain being secured to the end of the lever arm 30 by a bolt 48. The upper end of the rod 46 is provided with a looped end 49 and is rigidly ber, constitute a medium to take out lost motion,

and should be made so nearly taut in applying to empty cars that it will not bind and put any undue strain on the cast iron pipe 38. In a loaded car of 90,000 to 110,000 pound capacity there will be a V to 1" slack in the chain sufiicient to accommodate the up and down movement oi the bolster.

Referring to Figure 2, the operation of the device will be readily apparent. The car truck is shown derailed in which position the end of the lever arm 29 is in contact with the rail. As the height of a standard rail is from 6 to 6 /2 inches from the ties, and the distance the endof the lever arm clears the rail is approximately 3" (in its normal position, Figure 1) the wheel l0 when it Jumps the rail is will travel downwardly approximately 3" before end of lever arm will engage the top of the rail. Further downward movement oi the wheel in amounting to 34%" (inches) will act to force lever in a clockwise direction about its fulcrum 24 which movement will impart a downward pull on the chain 45 and pull rod 40;the sudden force exerted by this movement will cause the cast iron pipe 88 to break in the manner shown. allowing the air to escape from the train line 35, and setting the air brakes in theentire train without warning. This action will occur simultaneously with the wheels ll of the truck' 8 8 n8 the ties thus stopping the entire train with a consequent avoiding oi a wreck;

with the application of this deviceto each of the trucks in a railway or freightcar, engine and tender, the derailment of any one truck in the entire train will act to automatically stop the same.

Having thus set forth and disclosed the nature of this invention, what is claimed is:

1. A safety device for a railway car equipped with air brakes, and having a truck, said brake equipment including the usual train pipe adapted to allow application of said brakes by reduction in pressure in said pipe, said device including a frangible tube connected to said train pipe and rigidly supported by the body of said car, said tube extending laterally from said support and being closed at its outer end; a lever extending transversely of said truck and pivotally secured intermediate its ends to an unsprung part thereof the outer end of said lever extending across a rail of the track on which said truck is carried and spaced thereabove a distance such that the lever will strike the rail in event of derailment or the like, and the inner end extending beneath the closed end of said tube; and a flexible non-extensible, substantially vertical member, connecting said tube end and the inner end of said lever, said connection having initial slack suiilcient only to allow spring action, side sway and turn-- ing movement of said truck and lever, relative to said body and tube. V

2. A safety device in accordance with claim 1 having a keeper member supported by an unsprung part of said truck; and positioned intermediate the outer end of said lever and said lever pivot, said keeper member limiting downward movement of said outer end.

FRANK P. HOLMES.