US3693762A

US3693762A - Anchoring rod bracket assembly for railway car brake rigging

Info

Publication number: US3693762A
Application number: US154971A
Authority: US
Inventors: Donald B Yates
Original assignee: Pullman Inc
Current assignee: Pullman Standard Inc; Pullman Inc
Priority date: 1971-06-21
Filing date: 1971-06-21
Publication date: 1972-09-26
Anticipated expiration: 1989-09-26

Abstract

A foundation brake rigging for railway cars includes a connecting rod and an anchoring rod which are disposed beneath the axles of the wheels of a railway car truck. The connecting rod is connected to a fulcrum rod which actuates the connecting rod to apply the brakes. The anchoring rod is removably anchored on a bracket assembly of tripodal design which is removably connected to the center sill of the railway car.

Description

United States Patent Yates 51 Sept. 26, 1972 ANCHORING ROD BRACKET ASSEMBLY FOR RAILWAY CAR BRAKE RIGGING [72] Inventor: Donald B. Yates, Park Forrest, Ill.

[73] Assignee: Pullman Incorporated, Chicago, Ill.

[22] Filed:- June 21,1971

[211 App]. No.: 154,971

[52] US. Cl. ..188/52, 188/47, 188/209 [51] lnt. Cl. ..B6lh 13/38 [58] Field of Search ..l88/47, 52, 53, 56, 206 R,

[56] References Cited UNITED STATES PATENTS 3,184,000 5/1965 Radey 188/52 Primary ExaminerDuane A. Reger Attorney-l-liimond O. Vogel et al.

[5 7] ABSTRACT A foundation brake rigging for railway cars includes a connecting rod and an anchoring rod which are disposed beneath the axles of the wheels of a railway car truck. The connecting rod is connected to a fulcrum rod which actuates the connecting rod to apply the brakes. The anchoring rod is removably anchored on abracket assembly of tripodal design which is removably connected to the center sill of the railway car.

6 Claims, 3 Drawing Figures PATENTE'Dsarzs I972 SHEET 1 OF 2 I UW INVENTOR DONALD B. YATES ATT'Y PATENTEDsarzs I972 7 3.693. 762

' sum 2 0F 2 INVENTOR DONALD 8. YA TES l ANCHORING ROD BRACKET ASSEMBLY FOR RAILWAY CAR BRAKE RIGGING CROSS-REFERENCE TO RELATED PATENT The present invention is an improvement of the invention disclosed in the Charles R. Radey US. Pat. No. 3,184,000 issued May l8, 1965, which discloses in greater detail an improved foundation brake rigging which is incorporated herein with the present invenw tion.

SUMMARY OF THE INVENTION BRIEF DESCRlPTlONOF THE DRAWINGS FIG. 1 is a schematic side elevational view of an end portion of a railway car underframe and foundation 3 brake rigging;

FIG. 2 is a top schematic plan view of a portion of the brake rigging shown in FIG. 1; and

H6. 3 is a perspective view of a brake arrangement adjacent one underneath end of a railway car underframe.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to the drawings, a railway car underframe includes a center sill 11 of hat-shaped cross section including sides 12 and lower outwardly projecting flanges 13. A cover plate 14 is suitably connected to the flanges l3 and is coextensive with the center sill 11. The figures disclose one end portion of the railway car and brake rigging, it being understood that the other end of the car not disclosed being of similar arrangement and design. A truck bolster 15 is suitably connected, as best shown in FIG. 1, adjacent the ends of the railway car and includes a horizontal opening 16. Conventional axles of a conventional truck (not shown) are designated as 17 and are disposed on opposite sides of the bolster 15. The axles support conventional car wheels 18.

The arrangement of an under-the-axle brake arrangement is fully disclosed in the aforementioned Radey patent and this construction and disclosure is incorporated herein by reference. The portion to which the present invention applies is the end or the anchoring assembly for the under-the-axle brake rigging and this will be described herein in detail.

The wheels 18, as is conventional, are controlled by means of a brake beam designated at 19 in FlGS. 1 and 3. Such brake beams 19 have supported thereon suitable brake shoes (not shown) which are engageable with the wheels in conventional fashion. The brake beam 19 is suitably connected to a brake lever 20 for braking the frontrnost wheels of the arrangement shown in FIG. 1. A similar brake lever 21 includes a brake beam assembly (not shown) for braking the other pair of wheels on the other side of the bolster 15. A fulcrum lever 22 extends downwardly substantially vertically and is pivotally connected as indicated at 23 to a bracket arrangement supported on the underframe 10. The brake lever 22 is moved about its pivot 23 by means of a top rod 25 which extends to a suitable air cylinder (not shown) of conventional design for effectuating braking action of a conventional foundation brake assembly. A fulcrum rod 26 is pivotally connected to the fulcrum lever 22 and in turn is pivotally connected at its other end by means of a clevis and pin assembly 28 to the brake lever 21. A connecting rod 29 is pivotally connected to the other end of the brake lever 21 and extends through the opening 16 and is in turn pivotally connected as indicated at 31 to the brake lever 20. A fixed or anchor rod 32 includes a clevis and pin assembly 33 which is connected to the other end of the brake lever 20. The anchor rod 32 in turn is fixedly supported on a fulcrum bracket or bracket assembly 34 which is of tripodal configuration. As best shown in FIGS. 2 and 3, a plurality of

clevis assemblies

35, 36 and 37 are connected at three points to the underneath side of the cover plate 14 of the center sill l 1. in center sill construction wherein cover plates 14 are not utilized, the clevis assemblies 35, 36 and 37 may be con- 0 nected directly to the flanges 13.

A first converging supporting bar or rod 38 is provided at its upper end with an eye 39 which by means of removable pin 40 connects the upper end of the rod 38 to the clevis assembly 37, as best shown in FIG. 3. A rod 41 converges downwardly and has its lower end, as best shown-in FIG. 1, rigidly connected to the rod 38, intermediate its ends. The rod 41 is also provided with an eye 42 which by means of a pin 43 removably connects the rod to the clevis 36. A third bar or rod 44 is provided at its upper ends with an eye 45 and removable pin 46 which is connected to the clevis assembly 35 and which has its lower end, as best shown in FIG. 2, secured to a portion of the rod 38 intermediate its ends. The lower end of the rod 38 is provided with a flat extension 47 having a substantially horizontally extending eye portion 48 which by means of a removable pin 49 connects the rod 38 to a clevis and pin assembly 50 which is provided at one end of the anchoring rod 32.

OPERATION The operation of an under-the-axle brake rigging is described in more detail in the aforementioned patent application, it being sufficient to indicate here that a longitudinal thrust on the top rod 25 provides for pivotal movement of the fulcrum 22, in turn moving the fulcrum rod 26 which is positioned beneath one of the axles 17 and which in turn pivots the brake lever 21 for applying the brakes to the wheel assembly 18 disposed rearwardly of the bolster 15. Movement of the brake lever 21 causes longitudinal movement of the connecting rod 29, in turn pivoting the brake lever 20 to apply the brake beam assembly 19 to the forward pair of railway car wheels 18. The anchoring rod 32 anchors the brake lever 20 and absorbs the longitudinal thrust movements of the braking action by means of its connection to the fulcrum bracket assembly 34. The

' the tripodal arrangement wherein the

support rods

41 and 44 are in transverse alignment and the bracket structure 34 is secured against longitudinal forces by means of the rod 38 which is anchored forwardly of the center sill. By the utilization of the tripodal arrangement, it is possible to provide a relatively simple and light structure without the need of greater substantially reinforced brackets to resist the bending created by the eccentric loadings. Further, the tripodal assembly 34 is quickly removable by the mere removal of the

pins

40, 43 and 46 which thus permits the underframe to be jacked up so that the truck wheels can be removed if desired for maintenance purposes.

Further, the particular arrangement is advantageous in that a relatively short anchoring rod 32 can be utilized in place of a relatively long rod. This is particularly favorable because of space requirements needed in the use of end of car. cushions wherein the opposite ends of the center sill include operative elements immediately disposed outwardly of the outer wheel assemblies of the railway car and beneath the center sill. Thus, the present arrangement is particularly desirable in that a short anchoring rod is provided and operative end-ofcar cushion portions which might be secured to the underframe outwardly at opposite ends of the tripodal arrangement in no way interfere with the arrangement.

I claim:

1. In a railway car having an underframe and a truck bolster at opposite ends thereof,

a pair of axles journaled for rotation on opposite sides of said truck bolster,

each of saidaxles being adapted to support a pair of wheels,

a foundation type brake system including wheel engaging means adapted to engage said wheels in braking relation,

a fulcrum lever pivotally connected to said underframe,

means adapted to apply force to said fulcrum lever to pivot the same about said pivotal mounting,

a fulcrum rod extending from said fulcrum lever beneath one of said axles and being connected to a first brake lever on one side of said truck bolster,

a second brake lever disposed on the opposite side of said truck bolster,

each of said first and second brake levers supporting said wheel engaging means for engagement with said wheels, and

means connecting said brake levers to provide for uniform braking force, the improvement comprismg:

means anchoring said connecting means against longitudinal movement including a bracket assembly,

a plurality of legs on said bracket assembly,

means removably connecting said legs to said underframe against longitudinal and transverse displacement, and

rod means extending between and'having opposite end portions pivotally connecting said second brake levers and said bracket assembly.

2. The invention in accordance with claim 1 said underfrarne including a center sill to which said 1 e conne ted. 3. Tfi ei r ivention in accordance with claim 2,

said legs and said removable connecting means providing a three point suspension for said rod means from said center sill.

4. The invention in accordance with claim 3,

said legs being disposed in tripodal configuration.

5. The invention in accordance with claim 4,

said removable connecting means including apertured members connected to and projecting downwardly from said center sill,

said legs having upper apertured end portions and first removable pin means inserted through said end portions and said members.

6. The invention in accordance with claim 5,

said legs converging downwardly, and

means connecting the lower ends of said converging legs, said latter connecting means including an apertured portion, and r 4 second pin means connecting said rod means and said apertured portion.

Claims

1. In a railway car having an underframe and a truck bolster at opposite ends thereof, a pair of axles journaled for rotation on opposite sides of said truck bolster, each of said axles being adapted to support a pair of wheels, a foundation type brake system including wheel engaging means adapted to engage said wheels in braking relation, a fulcrum lever pivotally connected to said underframe, means adapted to apply force to said fulcrum lever to pivot the same about said pivotal mounting, a fulcrum rod extending from said fulcrum lever beneath one of said axles and being connected to a first brake lever on one side of said truck bolster, a second brake lever disposed on the opposite side of said truck bolster, each of said first and second brake levers supporting said wheel engaging means for engagement with said wheels, and means connecting said brake levers to provide for uniform braking force, the improvement comprising: means anchoring said connecting means against longitudinal movement including a bracket assembly, a plurality of legs on said bracket assembly, means removably connecting said legs to said underframe against longitudinal and transverse displacement, and rod means extending between and having opposite end portions pivotally connecting said second brake levers and said bracket assembly.

2. The invention in accordance with claim 1, said underframe including a center sill to which said legs are connected.

3. The invention in accordance with claim 2, said legs and said removable connecting means providing a three point suspension for said rod means from said center sill.

4. The invention in accordance with claim 3, said legs being disposed in tripodal configuration.

5. The invention in accordance with claim 4, said removable connecting means including apertured members connected to and projecting downwardly from said center sill, said legs having upper apertured end portions and first removable pin means inserted through said end portions and said members.

6. The invention in accordance with claim 5, said legs converging downwardly, and means connecting the lower ends of said converging legs, said latter connecting means including an apertured portion, and second pin means connecting said rod means and said apertured portion.