US2748895A

US2748895A - Emergency railroad brake

Info

Publication number: US2748895A
Application number: US318686A
Authority: US
Inventors: Lucchetti Anthony
Original assignee: Individual
Current assignee: Individual
Priority date: 1952-11-04
Filing date: 1952-11-04
Publication date: 1956-06-05
Anticipated expiration: 1973-06-05

Description

June 5, 1956 A. LUCCHETTI EMERGENCY RAILROAD BRAKE 3 Sheets-Sheet 1 Filed Nov. 4, 1952 m mm M 3 T m n N U. L E y MW 0 o W 0 m A Y B June 5, 1956 A. LUCCHETTI 2,748,895

EMERGENCY RAILROAD BRAKE %&

fip

Ell

U a r Anthony Luca/left! IN V EN TOR.

a I a '3 BY (M 3% June 5, 1956 A. LUCCHETTI 2,748,895

v EMERGENCY RAILROAD BRAKE Filed Nov. 4, 1952 3 Sheets-Sheet 5 I Q Q E 1 :2 I a 1 3 A g g &

Anthony Luca/7am INVENTOR. E

BY Q M Unite States Patent O EMERGENCY RAHLRQAD ERAKE Anthony Lucchetti, Pointlleasant, N. J.

Application November 4, 1952, Serial No. 318,686

4'Claims. (Cl. 188 -36) This invention relates in general to brake constructions, and more specifically to an emergency brake for railroad vehicles and the like.

During the recent years there have been numerous railroad wrecks with the loss of many lives due to the telescoping of cars one on the other. One of the principal causes of these wrecks appears to be the insufficiency of the brakes now being provided on railroad trains. Due to the inability of a train to stop in a relatively short space, there is oftentimes insufiicient time for the engineer of a railroad train to halt the same with existing brakes. Therefore, it is desirable that there be provided suitable brakes for railway vehicles whereby the same may be stopped in a minimum of space so as to greatly decrease the number of wrecks and the loss of lives resulting therefrom.

The primary object of this invention is to provide an improved emergency brake for railway vehicles which is adapted to frictionally engage a rail on which the vehicle is running to effectively stop the same within a much shorter space than possible with ordinary types of brakes.

Another object of this invention is to provide an improvedemergency brake means for railway vehicles, said emergency brake'means including means for efiectively gripping rails to prevent the raising of wheels of a railway vehicle therefrom thereby eliminating derailment of railway vehicles during wrecks.

Another object of this invention is to provide an improved emergency brake which is of a relatively simple construction and which is formed of readily attainable material whereby the same is economically feasible.

Another object of this invention is to provide an improved emergency brake which is operated by a compressed fiuid, said brake including a fluid supply which is'instantaueously available whereby the time required for actuation ofthe emergency brake is greatly reduced.

Another object of this invention is to provide an improved emergency brake for railway vehicles, said emergency brake being of such design and construction whereby'the same may be attached to conventional railway cars now in existence without the requirement of expensive adaptations.

A further object of this invention is to provide an improved emergency brake for railway vehicles which, when actuated, frictionally engage the head of a rail, engages as. peripheral rail. engagingsurface of an associated wheel forpreventing rotation of the same, and effectively. grips a web of a rail to both resist movement of a railway vehicle'to which it is attached and vertical movement of the same with respect to the rail.

With. these objects definitely in view, this invention resides in certain novel features of construction, combinationand arrangement of elements and portions as will be hereinafter described in detail in the specifications, particularly pointed out in the appended claims, and illustrated in the accompanying drawings which form a material; partof this application, and in which: 7

Figure 1 is a bottom plan view of a railroad car. and

shows the relationship of emergency brake conforming to the spirit of this invention attached thereto;

Figure 2 is an enlarged fragmentary side elevational view of the railroad car of Figure 1 and shows an emergency brake in braking position with respect to one wheel of the car and a rail on which the same is supported and guided;

Figure 3 is an enlarged fragmentary side elevational view similar to Figure 2 and shows the emergency brake in its operative position, a portion of a fluid cylinder for actuating the emergency brake being broken away and shown in section in order to clearly illustrate theworking parts thereof;

Figure 4 is a top plan view of wheel and rail engaging portions of the emergency brake, an actuating spring thereof being omitted in order to clearly illustrate the manner in which jaws are pivotally connected to 'a brake element;

Figure 5 is a fragmentary vertical sectional view taken taken substantially upon the plane indicated by the section line 5-5 of Figure 4 and shows the relationship of elements of the brake when the same are engaged with the rail;

Figure 6 is an enlarged fragmentary vertical sectional view taken substantially on the plane indicated by the section line 66 of Figure 3 and shows the relationship of the rail engaging portions of the emergency brake prior to engagement thereof with a rail;

Figure 7 is a vertical sectional view similar to Figure 6 and shows the rail engaging'portion of the brake after the same is engaged with a rail;

prevent the accidental jamming of the same.

Figure 8 is an enlarged fragmentary transverse vertical sectional view taken substantially upon the plane indicated by the section line 88 of Figure 3 and shows control means for the actuation of the emergency brake;

Figure 9 is an enlarged side elevational" view of a modified form of brake assembly;

Figure 10 is a fragmentary sectional view taken substantially upon the plane indicated by the section line 101t) of Figure 9 and shows the internal construction of the brake assembly; and

Figure 11 is an enlarged transverse vertical sectional view taken substantially upon the plane indicated by'the sectionline 11-11 of Figure 9 and shows the relationship of the various elements of the brakeassembly.

Similar characters of reference designate similar or identical elements and portions throughout the specification and throughout the difierent views of the drawings.

Referring now to the drawings in detail, it will be seen that thereis best illustrated in Figures 3 through 6, inclusive, a brake assembly which is referred 'to in general by the reference numeral 19. The brake assembly 10 includes an elongated generally rectangular rail engaging element 12 which is adapted to be supported and actuated in a manner to be described in more detail hereinafter. The rail engaging element 12 has an arcuate end portion 14 which is engageable with a rail engaging face of a rail way car wheel to form a brake shoe therefor. The other end of the rail engaging element 12 is rounded as at 16 to It will be understood that the bottom surface 18 is adapted to frictionally engage the head of a rail to provide a braking actionr Extending upwardly from the upper side of the rail engaging element 12 is a pair oftransversely extending spaced parallel ears 2%. The ears 2t) are provided with aligned bores in which is dispoesd a longitudinally extending pivot pin 22.

Pivotally mounted on the pivot pin 22 is a pair of rail engaging jaw members 24 and 26. The rail engaging jaw member 24 is provided with a pair of longitudinally spaced cars 28 which form hinge elements. The ears 28 have passed therethrough a pivot pin 22 and are positioned closely adjacent the opposed faces of the ears 20. The rail engageable jaw member 26 is provided with an enlarged centrally located car 30 which is also pivotally mounted on the pivot pin 22. The ear 30 is disposed between the cars 28 and the jaw members 24 and 26 are in transverse alignment.

Referring now to Figure 7 in particular, it will be seen that the jaw members 24 and 26 have opposed clamp faces 32 and 34, respectively, which are adapted to engage a web of a rail and firmly clamp the same. If desired, the faces 32 and 34 may be serrated to resist sliding of the same with respect to the web or a rail.

In order that the clamp faces 32 and 34 may be urged into clamping engagement with the web of a rail, such as a rail 36, the jaw members 24 and 26 are provided with upwardly extending, centrally located enlarged

cars

38 and 40, respectively. Extending between the

ears

38 and 40 and positioned within opposed recesses 42 and 44, respectively, therein is a rigid spring 46. While the means for urging the clamp faces 32 and 34 into clamping relation with the web of the rail 36 has been illustrated and described as being a spring, it will be understood that the same may be in the form of double springs, fluid cylinders, or mechanically actuated means for spreading apart the

cars

38 and 40.

Referring now to Figure 6 in particular, it will be seen that the clamp faces 32 and 34 are retained in spaced relation prior to the engagement of the same below the head of the rail 36. In order that the clamp faces 32 and 34 may be retained in spaced relation, there is disposed therebetween a longitudinally extending stop member 48. The stop member 48 is carried at the lower end of a supporting arm 50 pivotally connected to the rail engaging element 12.

As is best illustrated in Figure 5, the support arm 50 is disposed within an elongated longitudinally extending recess 52 in the bottom portion of the rail engaging element 12. The inner and upper end of the supporting arm 50 is mounted on a transversely extending pivot pin 54 carried by the rail engaging element 12.

In order that the stop member 48 may be disposed between the clamp faces 32 and 34, the rail engaging element 12 is provided with a downwardly extending spring 56 which engages the upper surface of the stop member 48 and urges the same downwardly.

When the brake assembly is lowered into a rail engaging position, the head of the rail 36 engages the stop member 48 and urges the same upwardly against the compression of the spring 56. The clamp faces 34 then engage the sides of the head of the rail 36. Further downward movement of the brake assembly 10 results in the upward pivoting of the stop member 48 until the same is disposed within the recess 52 and the lower surface thereof is flush with the lower surface 18 of the rail engaging element 12. At this time the clamp faces 32 and 34 have moved downwardly into engagement with the web of the rail 36 in the manner illustrated in Figure 7. Upward movement of the brake assembly 10 is then prevented by engagement of the lower ends of the jaw members 24 and 26 beneath the head of the rail 36.

Referring now to Figures 2 and 3 in particular, it will be seen that there is illustrated a lower portion of a railroad car which is referred to in general by the reference numeral 58. The railroad car 58 is provided with standard trucks which are referred to in general by the reference numeral 60 and include a plurality of rail engaging wheels 62. Carried by a frame 64 of one of the trucks 60 is a first support arm 66 whose upper end is pivotally connected to the frame 64 by a horizontal pivot pin 68. The lower end of the support arm 66 is pivotally connected to an upstanding car 70 of the rail engaging member 12 by a second horizontal pivot pin 72.

In longitudinally spaced relation to the ear 70 and in longitudinal alignment therewith is a second upstanding car 74 integral with the rail engaging member 12. Pivotally connected to the second car 74 by a horizontal pivot pin 76 is a lower end of a second support arm 78. The upper end of the second support arm 78 is connected by a universal joint 80 to a horizontal plunger shaft 82.

The horizontal plunger shaft 82 is an element of a fluid cylinder which is referred to in general by the reference numeral 84. The fluid cylinder 84 includes an elongated cylindrical body 86 which is divided into two portions by a transverse bulkhead 88. The portions include a cylinder 90 for a horizontally reciprocating piston 92 and a fluid supply chamber 94.

It will be understood that the fluid cylinder 84 is mounted beneath the railway car 58 in alignment with the support arm 78, as is best illustrated in Figure 1. The fluid cylinder 84 is mounted in a pair of depending brackets 96 carried by the supporting frame of the railway car 58.

Referring once again to Figure 3 in particular, it will be seen that the piston 92 is mounted on an end of the plunger shaft 82 remote from the universal joint 80. Surrounding the plunger shaft 82 and disposed between an end wall 98 of the fluid cylinder 84 and the piston 92 is a coil spring 100. The coil spring urges the piston 92 toward the bulkhead 88 so as to retain the brake assembly 10 in an elevated position.

Referring now to Figure 8 in particular, it will be seen that the bulkhead 88 is provided with a centrally located, enlarged opening 102, which when open communicates the fluid reservoir 94 with the interior of the cylinder 90. Normally closing the opening 102 is a slide gate 104 which is mounted within suitable guideways 106. The slide gate 104 has connected thereto one end of a plunger shaft 108 of an electromagnetic device 110. The electromagnetic device 110 is connected by wires 112 to a suitable emergency brake actuating switch (not shown).

Referring now to Figures 2 and 3 in particular, it will be seen that when the gate 104 is moved to a position out of alignment with the opening 102, compressed fluids from the fluid reservoir 94 will rush through the opening and into the cylinder 90. The fluids will then urge the piston 92 toward the left, as viewed in Figure 3, with the resultant movement of the universal joint 80 to the left. This will result in the movement of the brake assembly 10 downwardly and to the left into engagement with the rail 36 and the wheel 62. The engagement of the brake assembly 10 with the rail 36 will be identical to that described above, and the arcuate end portion 14 of the rail engaging member 12 will frictionally engage the wheel 62 in the same manner as the brake shoe.

Referring now to Figure 1 in particular, it will be seen that there is illustrated the underside of the railway car 58. Associated with one wheel 62 of each truck 60 is an emergency brake, which is the subject of this invention, the emergency brake being referred to in general by the reference numeral 114. It will be understood that the emergency brake 114 includes the fluid cylinder 84 and the brake assembly 10, together with means linking the same together and supporting the same. The emergency brakes 114 are disposed on opposite sides of the railway car 58 in diagonal relation. In this manner a railway car may be effectively stopped and at the same time prevent tilting of the same. However, if it is found to be necessary additional emergency brakes 114 may be applied to other wheels of the railway car 58.

It will be noted that there is provided a fluid pressure line 116 which is connected to each of the fluid cylinders 84. The fluid pressure line 116 is adapted to receive fluid under pressure either from pumps or in the form of steam from the boiler of a locomotive. It is intended that the fluid pressure line 116 be utilized to replenish the supply of compressed fluid within the fluid reservoir 94. Also, during the actuation of the emergency brake 114 should there be a demand for additional fluid, the same may be supplied through the fluid supply line 16.

While there: has not been illustrated: a1: switch: means for controlling .the; electromagnetic. devices 110@ whereby the; emergency brake 114' may be actuated; it will'be understood. that such switch will be connected to the emergency'brake means for a train. Also, the switch maybe connected to an'emergency. cord or other similar brake control means for a train. The exact manner. in which the electromagnetic devices. areoperated isnot an essential feature of this invention and therefore. has not been set forth in detail.

It will be understood that the emergency brakes 114 may be applied to railway carsnow in. existencev and function either in combination with existing emergency brakes thereof or form the sole emergency brake :means for a railway car. In either case, the engagement of the brake-assemblies 10'with the wheels and rails is such that the braking action of. a railway caris greatly increased. so. that cars of a train will stop substantially instantaneously and thereby prevent telescoping ofcars during a wreck. Furthermore, thegripping action ofv the jaw members 24 and 26 on the rails prevents the upward movement of the railway cars andeliminates the possibility of derailment and overturning of the same.

In view of the foregoing, it will be seen that the provision of railway cars with the. emergency brakeswhich are the subject of this invention will result in a railway car which may be quickly stopped and which will not overturn when the brakes are applied, Althougl passengers of a car will be slightly shaken up during the sudden stopping of the same, it will be seen that a resulting loss of lives in railway wrecks will be greatly diminished and travel on railroad trains will become much safer than at the present time.

Referring now to Figures 9, l0 and 11 in particular, it will be seen that there is illustrated a modified form of brake assembly which is referred to in general by the reference numeral 120. The brake assembly 120 includes a hollow housing 122 whose lower portion is in the form of an elongated generally rectangular rail engaging portion 124. The rail engaging portion 124 is substantially identical with the rail engaging element 12 and has an arcuate end portion 126 which is engageable with a rail engaging face of a railway car wheel to form a brake shoe therefor. The other end of the rail engaging portion 124 is rounded as at 128 to prevent the accidental jamming of the same. It will be understood that the rail engaging portion 124 has a bottom surface 130 which is adapted to frictionally engage the head of a rail 132 to provide a braking action.

The brake assembly 120 is normally suspended above the rail 132 adjacent one wheel of a railway car and is intended to be moved downwardly and to the left, as viewed in Figure 9, into its braking position. In order that the brake assembly 120 may be properly supported, the forward portion of the housing 122 is provided with an upstanding ear 134 to which is pivotally connected by a pivot pin 136 a first support arm 138, the support arm 138 being identical with the support arm 66.

Referring now to Figure 10 in particular, it will be seen that the housing 122 includes an upwardly and rear: wardly sloping cylinder portion 140. The cylinder portion 140 commuicates with the hollow interior of the housing 122 and has slidably mounted therein a piston 142. The piston 142 is integral with a lower end of a shaft 144. It is intended that the shaft 144 has its other end (not shown) connected by a universal joint to a horizontal plunger shaft similar to the horizontal plunger shaft 82. In order that hydraulic fluid may be retained Within the housing 122, the outer end of the cylinder portion 140 is closed by a suitable packing gland 146 which surrounds the adjacent portion of the shaft 144.

Carried at opposite sides of the housing 122 are downwardly and inwardly curved jaw members 148. The jaw members 148 have opposed serrated clamp faces 150 which are adapted to clampingly engage the web of the rail 132 below the head thereof and function both as a 6 braking; means and to prevent upward movement of; the brake assembly 120.

It will. be-noted that integral with the upper portion of each of the jaw members 148- is an inwardly directed support portion 152 which passes through an adjacent side wall of the housing 122. The inner end of the support portion 152 is pivotally connected by suitable fasten: ing' means to a plate 154 disposed within the housing 122.

Referringnow to Figure 11 in particular, it will be seen that the jaw members 148 are also supported by inwardly projecting ears 156 which are pivotally connected by pivot pins 158 to outwardly projecting ears 160 of thehousing 122. The cars 160 are carried by side portions of the rail engaging portion. 124 of the housing and, are disposed between adjacent ears 156 of their respective jaw members.

Referring once again to Figure 10 in particular, it will be seen that'the plates 154 have: tapered inner edges 162 which are engaged with a conical forward portion 164-of the piston 142 It will be also noted that the plates 154; although they are slidably mounted within the housing 122, form the walls of an extension of the cylinder 140.

When the brake assembly 129 is actuated by downward and forward movement of the shaft 144 due to urgence of a fluid cylinder (not shown) such as the fluid cylinder 84, the brake assembly v will move downwardly and forwardly untilv the rail engaging portion 124 engages the head of the. raill32. Further downward and forward movement of the shaft 144 will result in the pumping of hydraulic fluid, which is disposed within the housing 122, to urge the plates 162 outwardly. Outward movement of the plates 162 will result in the inward movement of the clamping faces of the jaw members 148 and the clamping of the web of the rail 132.

In the event that the pressure of the hydraulic fluid is insuflicient to urge the plates 154 outwardly, the conical forward portion of the piston 142 will move into engagement with the edges 162 of the plates 154 and through a camming action will urge the same outwardly.

In order that hydraulic fluid may be conveniently placed into the housing 122, the upper portion thereof is provided with a suitable fitting 166. Also, inasmuch as the support portions 152 pass through the walls of the housing 122, that portion of the housing is provided with suitable sealing means 168 which engage the support portions 152 and prevent escape of hydraulic fluid.

The operation of this device will be understood from the foregoing description of the details thereof, taken in connection with the above recited objects and drawings. Further description would appear to be unnecessary.

Minor modifications of the device, varying in minor details from the embodiment of the device illustrated and described here, may be resorted to without departure from the spirit and scope of this invention, as defined in the appended claims.

Having described the invention, what is claimed as new is:

1. In an emergency brake for railway vehicles, a brake assembly comprising a housing having an elongated rail engageable portion adapted to overlie and frictionally engage a rail, jaw members pivotally carried by said housing for clampingly engaging a web of a rail, actuating means carried by said housing urging said jaw members into a rail clamping position, said actuating means including a supporting shaft for the brake assembly, and a piston connected to said jaw members and connected to said supporting shaft for actuation thereby, said housing being provided with a wheel engaging portion, said wheel engaging portion forming a friction brake for a wheel and limiting movement of said housing with said supporting shaft to insure movement of said piston relative to said housing to actuate said jaw members.

2. In an emergency brake for railway vehicles, a brake assembly comprising a housing having an elongated rail engageable portion adapted to overlie and frictionally engage a rail, jaw members pivotally carried by said housing for clampingly engaging a web of a rail, actuating means carried by said housing urging said jaw members into a rail clamping position, said actuating means including hydraulic primary means for positioning said brake assembly and secondary wedge means for urging said jaw members into rail engaging positions, a conical piston movable with said housing, said piston forming a part of both said hydraulic primary means and said secondary wedge means.

3. In an emergency brake for railway vehicles, a brake assembly comprising a housing having an elongated rail engageable portion adapted to overlie and frictionally engage a rail, jaw members pivotally carried by said housing for clampingly engaging a web of a rail, a first support arm, means pivotally connecting said housing to said support arm, a second support arm connected to said housing for relative sliding movement, wedge members mounted in said housing and connected to said jaw members, a piston carried by said second support arms engaged between said wedge members, and means for moving said second support arms to shift said rail engageable portion into a rail engaging position and to move said piston further between said wedge members to set said jaw members.

4. In an emergency brake for railway vehicles, a brake assembly comprising a housing having an elongated rail engageable portion adapted to overlie and frictionally engage a raiL'jaw members pivotally carried by said housing for clampingly engaging a web of a rail, a first support arm, means pivotally connecting said housing to said support arm, a second support arm connected to said housing for relative sliding movement, wedge members mounted in said housing and connected to said jaw members, a piston carried by said second support arms engaged between said wedge members, and means for moving said second support arms to shift said rail engageable portion into a rail engaging position and to move said piston further between said wedge members to set said jaw members, said rail engageable portion having a wheel engageable part to limit movement of said housing by said second arm.

References Cited in the file of this patent UNITED STATES PATENTS 350,090 White Sept. 28, 1886 420,815 Martin Feb. 4, 1890 675,939 Edgington June 11, 1901 794,460 Knutzen July 11, 1905 809,632 Sanders Jan. 9, 1906 1,003,251 Green Sept. 12, 1911 1,112,520 Burtosky Oct. 6, 1914 1,994,260 Van Syckle Mar. 12, 1935 FOREIGN PATENTS 418,888 France Oct. 12, 1910