US3484815A - Railway car handbrake construction - Google Patents

Description

Dec. 16, 1969 D. J. TEARPOCK 3,484,315

I RAILWAY CAR HANDBRAKE CONSTRUCTION Filed May 9, 1968- v V 3 Sheets-Sheet 1 1 0 If) N INVENTR DANIEL J. TEARPOCK ATTORNEYS Dec. 16,- 1969 D. J. TEARPOCK v 3,484,815

RAILWAY CAR HANDBRAKE CONSTRUCTION Filed May 9, 1968.

3 Sheets-Sheet 2 N2 N NE DANIEL TEARPOCK ATTORNEYS Dec. 16, 1969 D. J. TEARPOCK RAILWAY CAR HANDBRAKE CONSTRUCTION 3 Sheets-Sheet 3 Filed May 9, 1968 INVENTCR DANIEL J. TEARPOCK ATTORNEYS United States Patent 3,484,815 RAILWAY CAR HANDBRAKE CONSTRUCTION Daniel J. Tearpock, Iselin, NJ., assignor to Magor Railcar Division, Frue'nauf Corporation, Clifton, N.J., a corporation of Michigan Filed May 9, 1968, Ser. No. 727,954 Int. Cl. B6111 13/02 US. Cl. 188-33 4 Claims ABSTRACT OF THE DISCLOSURE The handbrake mechanism is mounted in an inclined position below the floor of a railway flatcar with a handwheel thereof disposed laterally outwardly of and adjacent to the side of the car. The handbrake mechanism is operatively connected by a chain with a pivotally mounted bell crank disposed for rotation in a generally horizontal plane. The bell crank is connected to a second chain which passes over a sheave disposed at the side of a car and disposed in a generally horizontal plane. The second chain is in turn connected to a pull rod which is operatively associated with a conventional brake means.

BACKGROUND OF THE INVENTION The present invention relates to railway cars having a flat upper deck or floor portion, these cars being generally referred to as flatcars and presently commonly employed for so-called piggyback operation wherein a trailer or a container is adapted to be loaded onto the car.

In the case of circus loading, tractors and associated trailers are driven directly onto the railway cars. The containers may be also loaded from the side of the cars either by means of special tractors or overhead equipment.

In the past, handbrakes have been mounted on a stanchion extending above the deck surface of the car. This type of upwardly extending brake stanchion is very susceptible to damage when loading piggyback railway cars particularly when containers are placed on low pedestals.

Accordingly, the prior art handbrake mechanism on this type of railway car interferes with various loading and unloading operations and is liable to be damaged during such operations.

US. Patent No. 3,163,128 discloses an arrangement wherein the handbrake mechanism is disposed such that the handwheel thereof is positioned outboard of the side of the frame of the railway car and extends above the adjacent deck portion of the car only a relatively small distance. However, the handwheel of this arrangement does extend above the adjacent deck portion whereby it is in position to be damaged by containers or the like which are moved onto the supporting portion of the frame of the railway car. In fact, a U-shaped guard bar is disposed in spanning relationship to the handwheel to protect against such damage.

The arrangement shown in the aforementioned US. patent is of such a construction that it is difficult to obtain the desired amount of chain travel for operating the brake mechanism, and furthermore an undue amount of manual effort is required for operating the handbrake.

SUMMARY OF THE INVENTION In the present invention, the handbrake mechanism is mounted in a unique manner whereby the handwheel thereof is disposed so that the upper portion thereof is positioned completely below the adjacent supporting deck of the railway car. Accordingly, the handwheel cannot be damaged by moving containers or the like laterally onto the deck of the car. The handwheel is positioned in this manner by disposing the handbrake mecanism in an inclined relationship with respect to the car, the operating shaft and the wind-up means thereof being disposed beneath the frame of the car, and the wind-up means of the handbrake mechanism further being located a substantial distance inboard of the side of the frame. At the same time, the handwheel of the handbrake mechanism is disposed sufficiently closely adjacent to the side of the frame so that it does not extend outwardly of the frame an excessive amount and will provide the necessary clearances.

The wind-up means of the handbrake mechanism is in turn operatively connected with the brake means of the railway car by a connecting means including a pair of chains operatively connected with a bell crank means. The brake means employed in the present invention may comprise a conventional truck mounted brake means or a well known foundation brake rigging arrangement may be employed. One of the chains connected to the bell chank means is connected with the wind-up means, and the other chain connected to the bell crank means extends around a sheave means and is connected to a pull rod.

The bell crank means is pivotally mounted for move ment around a generally vertical axis so that the bell crank means moves in a substantially horizontal plane. This arrangement enables the connecting means to be effectively interconnected between the barke means of the car and the handbrake mechanism, and further insures that the required chain travel is provided as well as affording a mechanical advantage which enables the handbrake mechanism to be easily operated.

The sheave means is likewise mounted for rotation about a generally vertical axis so that it is positioned in a substantially horizontal plane for receiving the chain connected between the bell crank means and a pull rod disposed outboard of the side of the frame of the car.

The overall arrangement of the components of the present invention is such that they do not interfere with loading and unloading operations. The components furthermore extend outboard of the structure only a limited distance to thereby afford the desired clearances. The handbrake mechanism is supported beneath the frame of the car and extends substantailly inboard thereof so that the required chain travel and desired mechanical advantage may be obtained while utilizing available space heneath the frame of the car and providing a compact and simplified arrangement.

BRIEF DESCRIPTION OF THE DRAWINGS FIGURE 1 is a top view partly broken away of a railway flatcar incorporating the handbrake construction of the present invention;

FIGURE 2 is an enlarged view partly broken away of an end portion of the car shown in FIGURE 1;

FIGURE 3 is a top view on an enlarged scale of an end portion of the structure shown in FIGURE 1 with the deck thereof removed and with parts broken away for the sake of clarity of illustration;

FIGURE 4 is a sectional view taken substantially along line 4-4 of FIGURE 3 looking in the direction of the arrows;

FIGURE 5 is a sectional view taken substantially along line 5-5 of FIGURE 3 looking in the direction of the arrows;

FIGURE 6 is a sectional view taken substantially along line 6-6 of FIGURE 3 looking in the direction of the arrows;

FIGURE 7 is a sectional view taken substantially along line 7-7 of FIGURE 3 looking in the direction of the arrows; and

FIGURE 8 is a top perspective view illustrating a portion of the handbrake construction according to the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings wherein like reference characters designate corresponding parts throughout the several views, as seen most clearly in FIGS. 1 and 2, a railway flatcar is indicated generally by reference numeral 10 and includes an elongated frame having an upper deck 12 and a center sill means 14 extending longitudinally of the car. Side sill means 16 and 18 are disposed at opposite sides of the frame of the car. A housing indicated generally by reference numeral 20 supports coupling means and draft gear means at one end of the car and is operatively associated with an end sill means 22. A similar housing 24 supports coupling means and draft gear at the opposite end of the car and is operatively associated with end sill means 26.

The elongated frame of the car is supported by a pair of wheeled trucks one of which is indicated generally by reference numeral in FIG. 2 and includes the track wheels 32. A similar wheeled truck includes wheels 34 as seen in FIG. 1. The frame is supported upon bolsters 36 and 38 which are in turn supported by the wheeled trucks in the usual manner.

Referring now to FIG. 7, the center sill means 14 includes an I-beam 40 which supports the deck 12. A curb guide means 42 is supported by the deck and extends longitudinally of the deck. A pair of channel-shaped longitudinal stringers 44 and 46 are secured to the undersurface of the deck 12.

In order to support the handbrake mechanism in the desired inclined operative position, a bracket member 50 is provided and includes a normally extending flange portion 51 which is secured by means of mechanical fasteners 52 to the deck. A further bracket member 56 is rigidly secured as by welding to the bracket member 50, bracket member 56 including an angularly extending portion 58 which in turn is secured by means of mechanical fasteners 60 to the casing 64 of a conventional handbrake mechanism which may in a typical example comprise a Champion-Peacock handbrake Model 1180 of the non-spin type.

A further bracket member 70 includes a flange portion 72 secured by mechanical fasteners 74 to the deck. Bracket member 70 includes a sloping portion 76. A plate 78 is rigidly secured as by welding to the portion 76 of bracket member 70, portions of the casing 64 being secured to plate 78 by mechanical fasteners 80. Plate 78 also includes a flange portion 82 as seen in FIG. 3 which is further secured to portions of the casing 64 by means of mechanical fasteners 84. A gusset plate 90 is disposed between the portion 76 of bracket member 70 and plate 78 to rigidify the structure.

An L-shaped bracket member 94 is rigidly secured as by welding to the portion 76 of bracket member 70, and a gusset plate 96 is disposed between the portion 76 and bracket member 94 for rigidly securing this latter bracket member in place.

The handbrake mechanism includes a conventional operating shaft 100 which is rotatably journaled within a bushing 102 supported by bracket member 94. The operating shaft 100 is provided with a conventional handwheel 104 disposed at the outer end thereof whereby the handbrake mechanism may be manually operated.

It will be noted as seen most clearly for example in FIG. 7 that the handbrake mechanism is supported in inclined position with the handwheel 104 thereof disposed closely adjacent to and outwardly of the side sill means 18. It will further be noted that the upper portion of the handwheel is disposed below the deck 12 of the car so that the handwheel will in no manner interfere with loading or unloading operations.

It will also be noted that the wind-up means of the handbrake mechanism is disposed beneath the frame and substantially inboard of the side thereof.

As seen most clearly in FIG. 5, an elongated generally U-shaped strap member has opposite ends 112 and 114 thereof secured to the deck 12 by mechanical fasteners 116 and 118 respectively. A generally L-shaped bracket member 120 is rigidly secured as by welding to the strap member 110, and a pin 122 is supported between strap member 110 and bracket member 120 for pivotally supporting a bell crank means indicated generally by reference numeral 130. This bell crank means includes an elongated arm 132 the outer end of which is pivotally connected by means of a clevis 134 and a clevis pin 136 with one end of a flexible connector in the form of a chain 138 the opposite end of which is connected to a pin 140 operatively connected with the wind-up means of the handbrake mechanism. This handbrake mechanism of course includes conventional reduction gearing of the usual construction.

A clevis is pivotally connected by a clevis pin 152 with another portion of the bell crank means 130, this latter clevis being operatively connected with a flexible connector or chain 154.

In the position shown in FIG. 3, the components are illustrated in the unlock position of the handbrake construction. As the handbrake mechanism is moved up to swing the bell crank means in a clockwise direction as seen in FIG. 3 to move the brake means into its lock position, the chain 154 will first be engaged with an elongated relatively straight side trough portion of the bell crank means and will then move around a curved side trough portion 162. Accordingly, as the bell crank means is rotated about its pivot pin 122, an increasing mechanical advantage is obtained and a relatively large amount of travel of chain 154 is obtained.

As seen in FIG. 8, a bracket member of generally U-shaped cross-sectional configuration is adapted to support a sheave means 172 which is mounted for rotation on a pin 174 supported by the bracket member 170, A plate 175 is rigidly secured as by welding to the outwardly facing upper and lower surfaces of bracket member 170. The bracket member 170 is in turn rigidly secured to members 176 and 178 as seen in FIG. 3 which are rigidly secured as by welding to the side sill means 18 of the frame of the car. As seen particularly in FIG. 5, the sheave means is disposed at the side of the frame of the car with a portion thereof extending inboard of the side of the car and a portion thereof extending outboard of the side of the car.

It should also be noted as seen especially in FIG. 5 that the bell crank means and the sheave means are mounted for movement about generally vertically extending axes so that the bell crank means and the sheave means move substantially in a horizontal, plane whereby the various components of the handbrake mechanism and the connecting means connecting the handbrake mechanism with the brake means of the car may be disposed in a minimum amount of vertical space beneath the frame of the car to provide a compact arrangement while at the same time affording the desired chain travel and mechanical advantage for operation of the mechanism.

The opposite end of chain 154 is connected with a clevis 180 which in turn is connected by a clevis pin 182 with one end of a rigid pull rod 184. This pull rod is supported by a generally U-shaped bracket member 188 which as seen in FIG. 6 is rigidly secured as by welding or the like to the inner surface of the side sill means 18. The opposite end of pull rod 184 is pivotally connectedby a pin 190 with one end of a lever 192.

As seen in FIG. 4, a pair of spaced members 200 and 202 are rigidly secured to the I-beam 40 and the side sill means 18 respectively. A channel member 204 has the opposite ends thereof rigidly secured to members 200 and 202. A generally V-shaped bracket member 210 is rigidly secured at the upper ends thereof to the longitudinal stringers 44 and 46 as by welding or the like, this bracket member including a flat bottom portion 212. A generally U-shaped bracket member indicated by reference numeral 216 includes upwardly extending end portions 218 and 220 as seen in FIG. 3 which are respectively rigidly secured as by welding to the bracket member 210 and the support member 204.

The lower portions of bracket member 216 and bracket member 210 are spaced from one another and support a pivot pin 222 which extends through a suitable hole provided in an intermediate portion of lever 192 whereby the lever 192 is mounted for swinging movement about the axis of the pivot pin.

The opposite end of lever 192 is connected by a pivot pin 230 with one end of a rigid elongated rod 232, The opposite end of rod 232 is connected by a pin 236 with a clevis 240. This clevis 240 is in turn connected by a pivot pin 242 with a depending lever indicated schematically by reference character 244 in FIG. 2 of the drawings. This lever is part of a conventional truck mounted brake means and is pivotally connected at 246 with the usual brake beam which carries the brake shoes for engagement with the track wheels. The lower end of lever 244 is pivotally connected at 248 with a rod 250 the opposite end of which is pivotally connected at 252 to the lower end of a second lever 253.

This lever 253 is in turn pivotally connected at 254 to another conventional brake beam carrying the usual brake shoes. The upper end of lever 253 is connected by pivot pin 256 with a clevis 258 which in turn is connected by means of a pivot pin 260 with the end of an elongated rigid rod 262.

As seen most clearly in FIG. 3, the opposite end of rigid rod 262 is connected by a pivot pin 264 with a clevis 266. This clevis 266 is in turn pivotally connected by a pivot pin 268 with the I-beam 40.

It should be understood that the brake means carried by the truck is of conventional construction and has been only illustrated schematically since the construction and operation thereof are well known to one skilled in the art.

As mentioned hereinbefore, the handbrake mechanism is illustrated in the unlock position shown in FIG. 3. When it is desired to actuate the handbrake mechanism, the handwheel 104 will be turned so as to wind up the chain 138 and swing the bell crank means 130* clockwise as seen in this figure. This will cause the chain 154 to move around the sheave means 172 in a counterclockwise direction pulling on the rod 184 to thereby swing lever 192 in counterclockwise direction. This movement of rod 232 causes the truck mounted brake means to be operated in a conventional manner so as to engage the brake shoes thereof with the track wheels to thereby apply a braking force.

When it is desired to subsequently release the handbrake mechanism, the handwheel will be rotated in the opposite direction whereupon the components will return to the unlock position shown in FIG. 3.

In the above description, the handbrake construction has been described in association with a conventional truck mounted brake means. It should also be understood that this novel handbrake construction can be equally as well utilized in combination with a conventional foundation brake rigging arrangement such as shown in the aforementioned U.S. Patent No. 3,163,128. In FIG. 3 of this patent, a typical foundation brake rigging arrangement is illustrated, and the chain 154 of the present invention would be connected with the pull rod 59 as illustrated in the patent to operate the brake means associated with the trucks at the opposite ends of the car.

It is accordingly evident that the handbrake construction of the present invention can be employed for actuating the brake means carried by one of the trucks in the case of a truck mounted arrangement or for operating the brake means carried by both of the trucks in the case of a foundation brake rigging arrangement.

The term brake means as used in the claims is intended to denote the brake beam and brake shoe assembly carried by the trucks of a railway car either in a so-called truck mounted brake arrangement or a. foundation brake rigging arrangement. The connecting means as defined in the claims includes the operating linkages and connection which serve to connect the handbrake mechanism with the brake beam and brake shoe assemblies for moving such assemblies into braking position.

As this invention may be embodied in several forms without departing from the spirit or essential characteristics thereof, the present embodiment is therefore illustrative and not restrictive.

What is claimed is:

1. A railway car including a frame, said frame being supported by a pair of spaced wheeled trucks, brake means carried by at least one of said trucks, handbrake mechanism including a handwheel disposed adjacent the side of said. frame, said handbrake mechanism including an operating shaft operatively connected with said handwheel and being inclined inwardly and upwardly with respect to said frame and being disposed therebeneath, windup means operatively connected with said operating shaft and disposed a substantial distance inboard of the side of said frame and being supported therebeneath, connecting means providing an operative connection between said wind-up means and said brake means, said connecting means including a bell crank means pivotally carried by said frame, and sheave means for guiding a portion of said connecting means, each of said bell crank means and said sheave means being mounted for movement about generally vertically extending axes, a first chain being operatively connected between said wind-up means and said bell crank means, a second chain being operatively connected with said bell crank means and extending partially around said sheave means, said bell crank means being supported beneath said frame substantially inboard of the side thereof, said sheave guide means being supported at the side of said frame and including a portion extending inboard of the side of the frame as well as a portion extending outboard of the side of the frame.

2. Apparatus as defined in claim 1 including a first pull rod having a portion disposed outboard of the side of said frame, said second chain being operatively connected with said first pull rod.

3. Apparatus as defined in claim 2 including a pivoted lever supported by said frame, said lever being mounted for movement in a generally horizontal plane, said first pull rod being operatively connected with one end of said lever.

4. Apparatus as defined in claim 3 including a second pull rod supported by said frame, said second pull rod being operatively connected with the opposite end of said pivoted lever, said second pull rod also being operatively connected to said brake means.

References Cited UNITED STATES PATENTS 1,130,955 3/1915 Barber et a1 7AF 505X 1,702,777 2/1929 Hewitt 74-505 1,872,113 8/1932 Burnett 74-510 1,879,975 9/1932 Burnett 74-505 3,163,128 12/1964 Enochian.

FOREIGN PATENTS 385,910 3/1965 Switzerland.

GEORGE E. A. HALVOSA, Primary Examiner U.S. Cl. X.R. -368; 74-505

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