US609396A

US609396A - aglar

Info

Publication number: US609396A
Authority: US
Publication date: 1898-08-23
Anticipated expiration: 1915-08-23

Description

No. 609,396. Patented Aug. 23, |898. F. B. AGLAB.

BRAKE BEAM.

lication e June 22, l n n M o d e l 2 s h e e i s s n e e 1 l.

i llH'llll num? mul

No. 609,396. Patented Aug. 23,-!8981. F. B. AGLAR.

BRAKE BEAM.

(Application led June 22, 1896.)

(Nq Model.) 2 sheets-sheet 2.V Zag. 4 l

7 f @J Jag 6 v jizz/wr? mfz i ggf mi? of Fig'. 13.

`Nits *rares* FRANCIS l. AGLAR, OF ST. LOUIS, MISSOURI, ASSIGNOR TO THE INTER- OI-IANGEABLE BRAKE BEAM COMPANY, OF SAME PLACE.

BRAKE-BEAM.

SPECIFICATION forming part of Letters Patent No. 609,396, dated August 23, 1898.

Application filed .Tune 22, 1896.

T @ZZ whom tn/tay con/cern,.- i

Be it known that I, FRANCIS B. AGLAR, of the city of St. Louis, State of Missouri, have invented certain new and useful Improvements in Brake-Beams, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming a part hereof.

My invention relates to brake-beams; and it consists in the novel construction, combination, and arrangement of parts hereinafte shown, described, and claimed. A

Figure 1 is a top plan View of my improved brake-beam. Fig. `2 is a side elevation of the compression member or back-strut, looking in the direction indicated by the arrows 2, the central portion of the member being broken away. Fig. 3 is an enlarged detail View of the ends of the brake-beam. Fig. 4 is a sectional view onV the line 4 4 of Fig. 5. Fig. 5 is a vertical sectional View on the line 5 5 of Fig. 4. Fig. 6 is a horizontal sectional view on the line 6 6 of Fig. 4. Fig. 7isasectional det-ail showing the construction of the finger-guards and the means of attaching the same to the brake-beam. Fig. 8 is a front eleva-tion in detail of the clip used in attaching the finger-guard to the compression member. Fig. 9 is a front elevation of the rigid hollow strut or king-post, of which I make use. Fig. 10 is a detail'sectional view on the line 10 10 of Fig. 9. Fig.l11 is a front elevation of the strut shown in Fig. 9. Fig 12 is a sectional view on either of the lines 12 12 of Fig. 9. Fig. 13 is a top plan view of a nut-lock of4 which I make use. Fig. 14 is a longitudinal sectional view on the line 14 14 Fig; 15 is a side elevation of a key used in fastening the strut to thecompression member. Fig. 16 is a transverse sectional view on the line 16 16 of Fig. 15.

In the construction of -my improved brakebeam I make use of the compression member or back-strut 5, which isan open-seam tube made of rolled-steel plate. The tube thus constructed has the rectangular cut-away portion 6, the sides 7y of which are equidistant `from a line extending from the open seam 8 of said tube. A cut-away portion 9 extends inwardly from the inner ends of the "seria it.. 596.453. (No mods.)

cut-away portion 6, and said `cut-away por- "tions 9 are somewhat narrower than said cutaway portion 6 and have the inner rounded e'n'ds 10. The longitudinal centers of the cutl Approximately in the vertical center of the brake-head and nearlthe rear side thereof is a circular opening 12, designed to receive the end of the compression member 5. Projecting into the front vside of said opening 12 are

lugs

13 and 14, designed to iit'within the rectangular cut-away portion 6 of the compression member. At each end of the opening 12 is a recess`15 in the sides of the brake-head and surrounding said opening, and said recesses are designed'to receive drop-plates 16.

A short distance above the circular opening 12 is al circular opening 17, by means of which the brake-beams are connected to the hangers.l 1 i j Betwe'enthelugs'l and 14 is a semicircular 'depression 18, designed to receive the truss-rod 19, the ends of which are placed in the cut-away portions 9 of thel compression member 5, the circular ends 10 of said cutaway portions iitting closely around said truss-rod. The drop-plates 16 are placed upon the extreme endsof the truss-rod 19 and against the sides of the brake-heads 11 and in the recesses 15.` The nut-locks 20 are placed upon the ends ofthe truss-rod 19V l against the outer faces ofthe drop-plates 16, `and then the nuts 2 1 are screwed onto said `truss-rod against said nut-locks.

The inner ends of -the recesses 15 are substantially square, as shown in dottedlines in Fig. 4, and the drop-plates 16 tit closely within said recesses. The faces 22 ofthe drop-plates 16 are approximately at right angles to the truss-rod 19, while the inner faces `23 of' said drop-plates are at right angles to thecompression member 5. The faces 24 of said drop-plates intersect the faces 22 at approxi- 'Ioo mately right angles and are flat and designed to receive the downwardly-turned ends of the nut-locks 20.

The portion of the opening 12 in the brakehead 11 which is designed to engage directly against the surface of the end of the compression member 5 consists .of the three annular lugs 26, between which are the annular depressions 27. The opposite side of the opening 12 from the lugs 26 consists of the curved surface 23, which is concave in cross-section and from the center of which projects the

lugs

13 and 14, and between said lugs is the depression 13, designed to receive the truss-rod.

The portion 29 of the brake-head 11,throu gh which the opening 12 .is formed, is substantially circular in cross-section, as shown in Fig. 4. Directly above the lug 13 is a second circular portion 30, through which is formed` the opening 17. The rib 31 projects upwardly from the'portion 29 and surrounds the portion 30.

Walls 32 and project inwardly in approximately parallel lines from the top and bottom, respectively, of the circular portion 29, and from the inner end of the wall 33 a curved body 34 projects upwardly and'terminat-es in the end 35. The rib 3l is attached to the center and top side of the wall 33 and to the rear side of the curved body 34 and the end 35. Projecting forwardly from the edges of the body 34 are Iianges 36, designed to have the brake-shoe inserted between them.

Extending downwardly from the inner end of the wall 32 is a curved body 37, substantially like the body 34 and terminating in the end 33, which is substantially like the end 35. Flanges 39 project forwardly from the edges of the body 37 and are substantiallyidentical in construction and purpose with the iianges 36. The inner faces of the ends 35 and 33 are concave, forming the recesses 40, designed to receive the brake-shoe. The space between the walls 32 and 33 is cored out, forming the opening 4l, the rearwardly-proj ectin g lu gs 42, and the inwardly-projecting lugs 43. The bodies 44 connect the bases of the lugs 42 and 43 with the inner ends of the walls 32 and 33, respectively, and projecting forwardly from the bodies 44 are the lugs 45, designed to engage the brake-shoe.

The strut or king-post 46 is placed upon the center of the compression member or backstrut 5 and projects forwardly therefrom to engage the center of the truss-rod 19. details of the strut 4G are shown in Figs. 9,- 10, 11, and 12. This strut is composed of malleable iron and is all made in one piece. The rear end of the strut has the aperture 47, designed to receive the compression member 5. The aperture 47 is substantially circularl in cross-section and communicates with the keyseat 43, designed to receive the key 49 for the purpose of holding the strut rigidly in position upon the compression member.

Projecting forwardly from the body 50, in

The

which the key-seat 43 is formed, is a circular body 51, which is cored out and made hollow, as shown in section in Fig. 12. Extending transversely of the front end of the body 51 is a body 52, from the ends of which parallel bars 53 extend forwardly to abody 54, to which said bars are attached. The bars 53 are mates, as shown in section in Fig. 10. The outer surfaces of said bars are segments of a circle, and the inner surfaces of said bars correspond with the shape of the outer surfaces, with the exception that strengthening-ribs 55 are inserted longitudinally of said inner surfaces. At approximately the center of said bars 53 are circular bodies 56, extending through said bars, and said circular bodies have the alined apertures 57, designed to receive the pivot of the brake-lever. The bars 53 and the apertures 57 are setgat an angle of approximately forty-five degrees relative to a horizontal line.

Extending forwardly from the center of the body 54 is a circular body 53, which is cored ont and made hollow, as shown in Fig. 12. Projecting upwardly from the front end of said body 53 are the ears 59, having the hori zontally-alined apertures 60. The lower end of the hanger may be positioned between the ears 59, and a bolt may pass through the apertures G0 and through said hanger.

Attached to the front end of the body 53 is a body 61, in the front face of which is the recess G2. The recess 62 is bounded by the parallel walls 63 and the curved concave Wall 64, connecting said parallel walls, and is designed to receive the center of the trussrod 19. In the center of the wall 64 is the open ing G5, through which the core is removed.

The key 4.) is shown in detail in Figs l5 and 16. Said key 49is of considerable width and is curved in cross-section to tit the outer surface of the compression member 5. In longitudinal section or elevation the key is slightly thinner at its point than near its head 6G. This key is driven tightly into the recess 43, and then its point 67 is upset to hold it firmly in position.

Finger-guards G3 are placed near the ends of the compression member 5 and inside of the brake-heads 11. The .details of these finger-guards and the means of connecting the same to the brake-beam are shown in Figs. 7 and 3.

A malleable-iron clip 69 is designed to lit around the compression member 5, and its

ends

70 and 71 project upwardly in parallel planes and a slight distance apart. A bead 72 extends from the base of the end 70 in a central position along Ithe outer surface of the body of the clip to the base of the end 71. In the center of the end 71 is a square opening 73, and in the center of the end 70 is a circular opening 74 in alinement with said square opening 73. Proj ectinginwardly from the upper edgesof the ends 70 and 71 are the lugs 75 in alinement with each other. A

malleable-iron guard-hook 7 6 consists of the IOO IIO

vertical portion 77, having a square opening corresponding to the opening 73 and designed to be placed in alinement with said opening, with said vertical portion against the outer face of the end 7l and the horizontal portion 78 attached to the lower end of said vertical portion and the hooked end 79 designed to engage the truss-rod 19.

The rod 8O has its rear end 8l reduced in size and screw-threaded and designed to pass through the circular opening 74 in the end 70 of the clip. Immediately back of the screwthreaded end Sl upon said rod 8O is a portion 82, which is reduced in size and squared and designed to fit within the square opening in the vertical portion 7 7 of the guard-hook 76 and to pass through the square opening 7 3 in the end 7l. A nut-lock Sis placed upon the screw-threaded end 8l and against the end 70, and a screw-threaded nut S4 is placed upon said screw-threaded end 8l and against said nut-lock. The nut-

locks

20 and 83 are shown in detail in Figs. 13 and 14. They are composed of malleable iron, and each nut-lock consists of the body portion 85, having the centrally-located aperture 86, of a size suitable to fit the bolt upon which the nut-lock is to be used.

At one end of the body 85 is a portion S7, joined to said body at right angles, and at the opposite end of said body 85 are the ends 88 and S9, between which is the cut-away portion The portion S7 is designed to engage a suitable face upon the body through which the bolt passes, and the ends 88 and S9 are designed to be turned up to engage the sides of the nut after it has been screwed into position.

By constructing the compression member or back-strut 5 of open-seam tubing formed of steel plate I am enabled to get greater strength out of less weight of material than by the constructions heretofore in use. The brake-heads are of malleable iron and are cored out and of such shape as to give the greatest possible strength with the least possible weight of material.

By the use of the drop-plates and the configuration of the brake-heads, as heretofore described, the brake-heads are made reversible and interchangeable, which is always a great advantage in any mechanical construction. By this means I am enabled to use the same brake-head upon either end of the beam and upon either the front or back beam.

By the use of the hollow rigid king-post or strut I am enabled to get greater' strength with less material than by the old construction. By the use of thewide curved key in attaching the strut to the compression member I obtain a very rigidvand efficient connection with the least possible expense, and by making the strut hollow and annealing it I get the greatest possible strength from the least possible material.

In the construction of the iinger-guards the hook engaging the truss-rod is of especial im- `portance, as it prevents the finger-guard from `being driven inwardly upon the compression member. It also acts as a support for the free end of the finger-guard.

The nut-lock which I em ploy possesses great advantages over `the use of two nuts or-of the nut-locks heretofore used for this purpose.

I am aware that hollow brake-beams are not new and that rigid struts or king-posts are not new and that compression members for such beams formed of open-seam rolled-steelplate tubing are not broadly new, the latter being shown in a previous application of my own and in other patents, and I am also aware that it is not new to employ in a brakebeam a longitudinally-slotted tubular compression member having the slot edges in apposition except at the points where the tension-rod en ters the compression member; but

I am not aware that a compression member has been made as herein shown, described, and claimed, consisting of an open-seam tubing formed of rolled steel plate having the edges of said open seam approximately in contact with each other substantially throughout the distance between the points near each end where thetension-rod enters the cornpression member and cut away from said points to the end of said compression member in a manner to form open-ended slots at each end of said compression member for the reception of the tension-rod and a lug projecting from the brake-head, and this particular construction I have'found in practice to be'very desirable, and therefore claim the same; nor am I aware that the other points of construction which I show, describe, and claim have been used previous to my invention of the same.

I claim- 1. In a brake-beam, alcompression member constructed of open-seam rolled-steel-plate tubing, and a rigid tubular malleable-iron strut securely keyed upon said compression 4tubing and a rigid tubular malleable-iron strut securely keyed upon said compression member, which strut consists of the rear end having the aperture 47 designed to receive the compression member and having the keyseat 4S atpone side of said aperture, the hollow circular body 5l attached to said rear end, the body 52 at the front end of said circular body, the parallel bars 53 extending forwardly from said body 52, said parallel bars having the circular bodies 56 through which are formed the alined apertures 57, the body 54 attached to the front ends of said bars, the hollow circular body 58 projecting forwardly from said body54, the ears 59 proj ecting upwardly from the front end of said circular body 58 and having the horizontallyalined apertures 60, the body 61 attached to the front end of said circular body 58 and having the recess 62 in its front face and de- IOO IIO

signed to receive the truss-rod, and the key 49 in the key-seat 48, substantially as specified.

3. In a brake-beam, the compression member constructed of open-seam rolled-steel-plate tubing, a rigid tubular malleable-iron strut securely keyed to said compression member', reversible and interchangeable brake-heads upon said compression member, drop-plates upon said heads and a truss-rod connecting said heads and engaging said strut, substantially as specified.

4. In a brake-beam, a compression member constructed of open-seam rolled-steel-plate tubing, a rigid tubular malleable-iron strut securely keyed to said compression member, reversible and interchangeable brake-heads upon said compression member; which brakelieads consist of the portion 29 having the Opening l2, the circular' portion 30 having the opening 17, the rib 3l projecting upwardly from the portion 29 and surrounding the portion 30,the walls 32 and 33 projectinginwardly from the top and bottom, respectively, of the circular portion 29, the curved body 34 projecting upwardly from the inner end of the Wall 33 and having the end 35, the rib 3l being attached to the top of the wall 33 and to the rear side of the curved body 34 and the end 35, the iianges 36 projecting forwardly from the edges of the body 34, the curved body 37 extending downwardly from the inner end of the wall 32 and having the end 38, the flanges 39 projecting inwardly from the edges of the body 37, the lugs 42 and 43 projecting into the opening 4l formed between the curved bodies 34 and 37, the bodies 44 connecting the bases of the lugs 42 and 43 with the inner ends of the walls 32 and 33, respectively, and the lugs 45 projecting forwardly from the bodies 44; Adrop-plates upon said heads and a truss-rod connecting said heads and engaging said strut, substantially as specified.

5. In a brake-beam, a compression member constructed of open-seam rolled-steel-plate tubing and a rigid tubular malleable-iron strut securely keyed upon said compression member, reversible and interchangeable brake-heads upon said compression member, drop-plates upon said brake-heads, a trussrod connecting said heads and engaging said strut, the nut-locks 20 upon said truss-'rod and against said drop-plates, nuts upon said trussrod and against said nut-locks, said nut-locks consisting of the body portions 85 having the centrally-located apertures 86, the portion 87 joined to said body 85 at right angles and the

ends

88 and 89 joined to said body at the opposite end Jfrom the portion 87, substantially as specified.

6. In a brake-beam, a compression member constructed of open-seam rolled-steel-plate tubing and a rigid tubular malleable-iron strut securely keyed upon said compression member, reversible and interchangeable brake-heads upon said compression member,

drop-plates upon said brake-heads, a trussrod connecting said heads and engaging said strut, nut -locks upon said truss rod and against said drop-plates, nuts upon said trussrod and against said nut-locks, and fingerguards attached to said compression member, each of which finger-guards consists of the malleable-iron clip 69 designed to tit upon said compression member, the ends 7 O and 71 projecting upwardly from said clip, the lug 75 projecting inwardly from the upper edges of said ends and 7l, the malleable-iron guardhook 76 having one end against the end 7l and its other end engaging the truss-rod, the rod 8O having the screw-threaded end 81 and the squared portion 82 designed to fit in the openings in said ends 70 and 71, the nut-lock 83 upon said screw-threaded end and the nut 84 upon said screw-threaded end and against Y said nut-lock, substantially as specified.

7. A brake-beam comprising a compression member or back-strut, which compression member is constructed of open-seam rolledsteel-plate tubing, a rigid tubular malleableiron king-post or strut securely keyed upon said compression member, finger-guards attached to said compression member, reversible and interchangeable brake-heads upon said compression member, drop-plates upon said brake-heads, a truss-rod connecting said brake-heads and engaging said strut, and hooks attached to said finger-guards and engaging said truss-rod, substantially as speciiied.

8. In a brake-beam, a compression member or back-strut 5 constructed of open-seam rolled-steel-plate tubing and having the rectan guiar cut-away portion 6 in each of its ends and the cut-away portions 9 extending inwardly from said cut-away portion and having the rounded inner ends l0, substantially as specified.

9. In a brake-beam, a reversible and interchangeable head ll consisting of the portion 29 through which is formed the opening 12, the lugs 1 3 and 14 projecting into said opening l2 and forming the semicircular depression 18 between said lugs, said portion 29 being constructed to form the recesses l5 surl rounding said opening l2 and designed to receive drop plates, the circular portion 30 through which is formed the opening 17, the rib 3l projecting upwardly from the portion 29 and surrounding the portion 30, the walls 32 and 33 projecting inwardly from the top and bottom of said circular portion 29, the curved body 34 projecting upwardly from the inner end of the portion 29 and having the end 35, the flanges 36 projecting forwardly from the edges of the body 34, the curved body 37 projecting downwardly from the inner end of the wall 32 and having the end 38, the iianges 39 projecting outwardly from the edges of the body 37, lugs 42 and 43 projecting into the opening 4l formed between the walls 32 and 33, the bodies 44 connecting the bases of the lugs 42 and 43 with the inner ends of the walls 32 and 33 and the lugs 45 projecting forwardly from the bodies 44, all cast in one piece and annealed, substantially as specified.

10. In a brake-beam, the rigid tubular strut or king-post 46 consisting of the rear end having the aperture 47 designed to receive the compression member and the keyseat 4S communicating with said aperture and designed to receive the key 49, the hollow circular body 51 attached to said rear end, the body 52 attached to the front end of said circular body, the parallel bars 53 ex- I tending forwardly from the ends of said body 52, the circular bodies 56 having the apertures 57 at the centers of said parallel bars, the body 54 attached to the front ends of said parallel bars, the hollow circular body 58 extending forwardly from said body 54, the ears 59 extending forwardly from the front end of said hollow circular body 5S, the body 61 attached to the front end of said hollow circular body 58 and having the recess 62 in its front face, said recess being designed to receive'the truss-rod, all cast in one piece and annealed, substantially as specified.

11. In a brake-beam, the finger-guards 68, each of which consists of the malleable-iron clip 69 designed to fit around the compression member, the ends 70 and 7l projecting upwardly from said clip, said ends 71 having the square opening 7 3 and the end 70 having the circular opening A74 in alinement with said square opening, the lugs 75 projecting inwardly from the upper edges of the ends 70 and 7l, the malleable-iron guard-hook 76 consisting of the vertical portion 77 having the squared opening corresponding to the opening 7 3 and designed to be placed inalinement with said opening and against the outer face of the end 71, the horizontal portion 78 attached to the lower end of said vertical portion and the hooked end 79 designed to engage the truss-rod, the rod 80 having the screwthreaded end 81 designed to pass through the circular opening 74 and the squared portion 82 designed to pass through the squared openings in the vertical portion 77 and the end 71, the nut-lock 83 upon the screw-threaded end of said rod and against the end 70 and the screw-threaded nut 84 upon said screw-t-hreaded end and against said nut-lock, substantially as speciiied.

12. A brake-beam comprising the compression member or back-strut 5 constructed of open-seam rolled-steel-plate tubing,the malleable iron reversible and interchangeable heads 11, the drop-plates 16 designed to engage said heads, the truss-rod 19 connecting said heads, the nut-locks 2O upon the ends of said truss-rod, the nuts 21 upon the ends of said truss-rod and against said nut-locks, the rigid malleable-iron strut or king-post 46 upon said compression member and engaging said truss-rod, the key 49 interposed between said compression member and said strut and having its point 67 upset to hold it rigidly in position, the finger-guard 68 attached to said compression member and having the hooked ends 79 engaging said truss-rod, substantially as specified.

13. In a trussed metallic brake-beam, a compression member constructed of openseam rolled-steel-plate tubing, the edges of the open seam of said tubing being approximately in'contact with each other substantially throughout the distance between the points near each end where the tension-rod enters the compression member,and cut away from said points to the ends of said compression member in a manner to form open-ended slots at each end of said compression member.

14. In a trussed metallic brake-beam, a compression member constructed of openseam rolled-steel-plate tubing, the edges of the open seam of said tubing being approximately in contact with each other substantially throughout the distance between the points near each end where the tension-rod enters the compression member, and cut away from said points to the extreme ends of said compression member in a manner to form open-ended slots for the reception of the said tension-rod and also for the reception of lugs from the brake-heads.

15. In a trussed metallic brake-beam, a compression member constructed of openseam rolled-steel-plate tubing, the edges of the open seam of said tubing being approximately in contact with each other substantially throughout the distance between `the vpoints near each end ot' said tube where the tension-rod enters the compression member,

and cut away at the said points where the tension-rod enters the compression member'- to form slots for the reception of said tensionrod, and also cut away outside of said points and extending to the extreme ends of said compression member so as to form open-ended slots for the reception of lugs from the brakeheads, the last-mentioned slots being wider than the first-mentioned slots so as to form shoulders at the junctions of the rst and second above-mentioned slots, said shoulders being adapted to engage the said lugs from the brake-heads and prevent the latter from. sliding toward the king-post of the beam.

16. In abrake-beam, a compression inember constructed oi open-seam rolled steelplate tubing having the rectangular cut-away portion 6 at each of its ends, and a narrower cut-away portion extending inwardly from said cut-away portion 6.

17. In a trussed metallic brake-beam, the combination of a strut or king-post, a tensionrod, brake-heads having lugs projecting into the compression member, and a tubular compression member formed with open-ended notches at its ends for the passage of the said tension-rod and the said lugs from the brakeheads, said notches being formed with a transversc shoulder adapted to engage with. said lugs, with suitable means of tying the several said members of the beam together.

18. In a brake-beam With'a tension-rod and a Compression member, a Clip provided with lips, a bolt passing through said lips and serving the double purpose of a finger-guard and a bolt for clamping said clip on or around the compression member, and a hook engaging with and hooking over said tension-rod mounted at its base upon one of the lips of said elip and held in place by said bolt, With a nut upon the end of said bolt.

19. A strut or fulerum-support for a brakebeam east in the form of a oireular tube cored throughout its entire length and formed with internal strengthening-ribs and a transverse circular recess at one end for the reception of 15 a tubular compression member, and with a longitudinal slot between the two ends for the reception of the brake-lever.

I testimony whereof I affix my signature in presence of two Witnesses.

l FRANCIS B. AGLAR. Witnesses:

EDWARD E. LONGAN, C. W. BLOCK.