US2124056A - Brake actuating and equalizing mechanism - Google Patents

Description

July 19, 1938. H. P. DoUD ET AL BRAKE ACTUATING AND EQUALIZING MECHANISM 2 Sheets-Sheet 1 Filed Das. 1l, 1936 TILL l was s o of( 5245:?.

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BRAKE ACTUATING AND EQUALIZING MECHANISM I Filed Dec. 1l, 1936 2 Sheets-Sheet 2 by n Patented July 19, 1938 BRAKE ACTUATING AND EQUALIZING MECHANESM Hobart l?. Doud and Lloyd H. Clary, Decatur, Ill.

` Application December 11, 1936, Serial No. 115,338

9 Claims. (Cl. 188-53) This invention relates to improvements in brake actuating and equalizing mechanism for railway cars.

An object of the invention is to provide a simple, practical, and efficient brake mechanism of the character described.

Another object is to provide an improved brake actuating and equalizing mechanism in which the failure of one part of the mechanism will not render the remainder inoperative.

A further object is to provide in a brake mechanism improved arrangement of the operating parts to facilitate repairs and reduce the time and cost thereof.

An additional object is to provide an improved brake mechanism wherein the arrangement of the essential parts is such that in case of breakage there will be no likelihood of parts dropping to the track, causing derailment.

Other objects and advantages Will appear and be brought out more fully in the following specication, reference being had to the accompanying drawings, in which:

Fig. 1 is a plan view of a railway car truck illustrating our invention;

Fig. 2 is a sectional elevation of the same, taken along the line 2 2 of Fig. 1;

Fig. 3 is a side elevation of the truck;

Fig. 4 is a sectional elevation taken along the line of Fig. 1;

Fig. 5 is a partial View on an enlarged scale, taken along the, section line 5-5 of Fig. 1; and

Fig. 6 is a similar view taken along the line 6--6 of Fig. 1.

Referring moreV particularly to the drawings We show a car truck having a truck spring plank I0- which preferably consists of a channel member having side anges Ia and Ib, a web portion Illc, the end portions of which are secured to side frames II which-have journal boxes I2 for journals I3 having the usual Wheels I4. Suitably secured to each side frame II is a pair of brackets I5, each adapted to support a link I1 adapted to engage the web I8 of a brake head I9. Heads I9 each have a shoe 20 and a pair of lugs 2I in which is located a pivotA 22, to which pivots are attached rock arms or levers 23a, 23h, 23e, and 23d, it being understood that one of the rock arms is secured to each brake head I9. A pivot 24 is provided for eachrock arm 23D and 23d by which the latterare pivoted to brackets 25 appropriately secured to side flange Ib of truck spring plank I0. vA pair of links 26al and 26h are respectively connected by pivots 21 to rock arms 23a, :2313, 23e, and 23d. A plurality of bearing shoes or guide blocks 28 are located in the upper portion of web Ic and provide support for links 26a and 26h, which extend through apertures 29 in side flanges Illa and Ib. A link 30 is pivotally connected at 3I to rock arm 23e and at 32 to an arm 33 of a lever or bell crank 34 which is pivotally secured at 35 to a bracket 36 suitably secured on web I0c. A cut-out 3l is provided in the upper portion of side flange lila to facilitate the movement and positioning of link 30. Lever 34 has an arm 38 pivoted at 39 to one end of a cross link 40. A bracket lli is secured to web I0c and provides a pivot connection 42 for a rock arm or fulcrum arm 43, the free end of which is partially supported by a bearing shoe 44 having a stop d5 adapted for engagement with the end portion of arm @3 in a manner and for a purpose to be hereinafter more fully explained and described.

Arm i3 has a terminal yoke 55 in which is secured a pivot or fulcrum pin d1. A link 38 is pivoted at one end at 49 to lever arm 23a and at the other end to pivot 47, which pivot 6l also pivots a bell crank or lever 50 having a lever arm 5I pivotally secured at 52 to one end of cross link 4D. Lever 50 has an arm 53 pivoted at 54 to a link 55 which is pivoted at 56 to a rock arm 51 having a fixed pivot support 58 in a bracket 59 suitably secured to said flange ib and beneath web Illc of the spring plank I0. A pivot 60 provides for the attachment of an operating rod 6I to rock arm 51, rod 6I being suitably connected to the piston of an air chamber, the construction and operation of which are well known in the art and need not be further delineated herein. A cut-out 62 is provided in side ange Illa to permit the movement of the end of lever arm 53 and link 55 across ange Illb.

In order to prevent lateral movement of the brake heads I9 we have provided for each a bracket 63 secured to side frame II, the brackets each having an extension arm 64 and an abutment portion 65 for engagement with the side of its respective brake head I9.

The operation of our invention should be obvious from the foregoing description. It will be clear that the brakes being arranged in pairs on each side of the truck will be actuated and equalized by pairs, the lever arms 23a and 23D being equalized by link 26a, and levers 23e and 23d being equalized by link 2Gb. It will also be clear that the operating force which will be a pull on rod 6I will be transmitted through rock arm 5l l and 23d, the latter being reached through link 2Gb. Similarly, this force will be distributed from link 55 through lever arm 53, fulcrum 41 and link 48 to rock arms 23a and 23h, the latter being reached through link 26a. It will be understood that links 26a and 26h are compression links and that links 30, 40, 48, and 55 are tension links. It shouldY be clear that the equalizing mechanism for the brakes on either side of the truck are equalized through the function of fulcrum 41 which it will be noted is adapted for movement in an arcuate path by the pivot point 42 but is limited by the movement of links 4U and 48, the limits-of which in turn are determined by the respective movements of rock arms 23 connected to the brake shoes. By the mechanism as described it should be clear that the four brakes shown will be effectively equalized during all normal operating conditions.

Assuming now that the brake linkage mechanism on one side becomes inoperative by breakage of a link or pivot pin, for instance the left side, such that when brake power is applied link 40 is pulled to the right, as viewed in Fig. 1, arm 5| will engage stop 45 which will cause the pull on link 55 to be transmitted through arm 53 and fulcrum 41 to link 48 which will cause the operation of brakes on the right side associated with levers ,23a and 23h, in which operation the same will be equalized.

Assume now that the brake mechanism associated with arms 23a and 23b and link 48 is defective in a similar manner, such that the operative pull on rod 6I transmitted through link 55 causes fulcrum 41'to be pulled in the same d1- rection, fulcrum arm 43 will also be pulled until the latter engages stop 45. This movement will provide fulcrum 41 with a fixed location and further pull on link 55 will actuate arms 53 and 5| and link 40 to actuate the brakes on the left side associated with arms 23c and 23d which, as will be clear, will be equalized and be effective in their braking operation.

From the foregoing description it will be clear that the mechanism herein described operates to fulfill the objects hereinabove set forth.

Having thus describedmy invention, what I claim as new and desire to secure by Letters Patent is:

1. In brake actuating and equalizing mechanism as described for railway cars having a truck spring plank and a plurality of brakes adapted to be actuated in pairs, the combination of brake equalizing .and actuating means comprising a pivot bracket rigidly secured to said plank, an arm pivoted et one end to said bracket and having a fulcrum pivot at the opposite end thereof, brake mechanism for a first pair of brakes having an actuating rod, a primary brake actuating link, 'a lever connected at its ends to said brake rod and said link and pivotally connected intermediate its ends to said fulcrum pivot, brake mechanism for a second pair of brakes having an actuating rod pivotally connected to said fulcrum pivot and a stop fr said arm and said lever.

2. In brake actuating and equalizing mechanism as described for railway cars having a truck spring plank and a plurality of brakes adapted to beactuated in pairs, the combination of brake equalizing and actuating means comprising a pivot bracket rigidly secured to said plank, an arm pivoted at one end to said bracket and having a fulcrum pivot at the opposite end thereof, brake mechanism for a first pair of brakes having an actuating rod, a primary brake actuating link,

a first class lever connected at its ends to said brake rod and said link and pivotally connected intermediate its ends to said fulcrum pivot, brake mechanism for a second pair of brakes having an actuating rod pivotally connected to said fulcrum pivot and a stop for said arm and said lever.

3. In brake actuating and equalizing mechanism as described for railway cars having a truck spring plank and a plurality of brakes adapted to be actuated in pairs, the combination of brake equalizing and actuating means comprising a pivot bracket rigidly secured to said plank, an arm pivoted at one end to said bracket and having a fulcrum pivot at the opposite end thereof, brake mechanism for a rst pair of brakes having an actuating rod, a primary brake actuating link, a bell crank connected at its ends to said brake rod and said link and pivotally connected intermediate its ends to said fulcrum pivot, brake mechanism for a second pair of brakes having an actuating rod pivotally connected to said fulcrum pivot and a stop for said arm and said bell crank.

4. In brake actuating and equalizing mechanism as described for railway cars having a truck spring plank and a plurality of brakes adapted to be actuated in pairs, the combination of brake equalizing and actuating means comprising a pivot bracket rigidly secured to said plank, an arm pivoted at one end to said bracket and having a fulcrum pivot at the opposite end thereof, brake mechanism for a first pair of brakes having an actuating rod, a primary brake actuating link, a first class lever connected at its ends to said brake rod and said link and pivotally connected intermediate its ends to said fulcrum pivot, brake mechanism fora second pair of brakes havlng an actuating rod pivotally connected to said fulcrum pivot and a stop adapted to engage said lever when said first brake mechanism becomes inoperative whereby to actuate said second brake mechanism.

5. In brake actuating and equalizing mechanism as described for railway cars having a truck spring plank and a plurality of brakes adapted to be actuated in pairs, the combination of brake equalizing and actuating means comprising a pivot bracket rigidly secured to said plank, an arm pivoted at one end to said bracket and having a fulcrum pivot'at the opposite end thereof, brake 'y mechanism for a first pair of brakes having an actuating rod, a primary brake actuating link, a first class lever connected at its ends to said brake rod and said link and pivotally connected intermediate its ends to said fulcrum pivot, brake mechanism for a second pair of brakes having an actuating rod pivotally connected to said fulcrum pivot and a stop adapted to engage said arm when said second brake mechanism becomes inoperative, whereby to actuate said first brake mechanism.

5. In a brake actuating and equalizing mechanism for railway 'cars having a truck spring plank and a plurality of brakes adapted tobe actuated in pairs, the combination of brake equalizing and actuating means comprising an arm pivoted at one end to said plank and having a fulcrum toward its free end, brake mechanism for a pair of brakes having an actuating rod, a brake actuating link, a lever connected to said rod and said link and pivotally connected to said fulcrum, and a stop for said arm and said lever.

'7. In a brake actuating and equalizing mechanism for railways cars having a truck spring plank and a. plurality of brakes adapted to be actuated in pairs, the combination of brake equalizing i and actuating means comprising an arm pivoted at one end to said plank and having a fulcrum toward its free end, brake mechanism for a pair of brakes having an actuating rod, a brake actuating link, a lever connected to said rod and said link and pivotally connected to said fulcrum, al1 of said actuating parts being mounted above the truck spring plank, and a stop on the plank for said arm and lever.

8. In a brake actuating and equalizing mechanism for railway cars having a truck spring plank and a plurality of brakes adapted to be actuated in pairs, the combination of brake equalizing and actuating means comprising an arm pivoted at one end to said plank and having a fulcrum toward its free end, brake mechanism for a pair of brakes having an actuating rod, a brake actuating link, a lever connected to said rod and said link and pivotally connected to said fuicrum. a brake mechanism for additional pairs of brakes having an actuating rod pivotally connected to said fulcrum, and a stop for said arm and said lever.

9. In a brake actuating and equalizing mechanism for railway cars having a plurality of brakes adapted to be actuated in pairs, the combination of brake equalizing and actuating means comprising a pivoted arm and having a Iulcrum, brake mechanism for a plurality of pairs of brakes having an actuating rod, a, brake actuating link, a lever connected to said rod and said link and pivotally connected to said fulcrum to swing with the arm, and a rigid stop for engagement by either of said arm and lever when swung on their pivots.

HOBART P. DOUD. LLOYD H. CLARY.

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