US868949A

US868949A - Emergency railway-brake.

Info

Publication number: US868949A
Application number: US35244107A
Authority: US
Inventors: William Taylor; Hosea Napay
Original assignee: Individual
Current assignee: Individual
Priority date: 1907-01-15
Filing date: 1907-01-15
Publication date: 1907-10-22
Anticipated expiration: 1924-10-22

Description

No. 868,949. PATENTED 00122. 1907. "w. TAYLOR & H. NAPAYQ' EMERGENCY RAILWAY BRAKE.

APPLICATION FILED JAN. 15, 1907.

2 SHEETS-SHEET 1.

THE NORRIS PETERS co" WASHINGTON, D c.

No. 868,949. PATENTED 00122. 1907. W. TAYLOR & H. NAPAY.

EMERGENCY RAILWAY BRAKE.

APPLICATION FILED JAN. 15, 1907.

fiHEETS-SHEET 2.

UNITED sTATEs PATENT OFFICE.

WILLIAM. TAYLOR, OF YOUNGSTOWN, OHIO, AND HOSEA NAPAY, OF PITTSBURG, PENNSYLVANIA.

EMERGENCY RAILWAY-BRAKE.

Specification of Letters Patent.

Patented Oct. 22, 1907.

Application filed January 15, 1907. Serial No. 352,441.

practical, and thoroughly effective emergency brake having a compound braking action upon each track rail, that is a braking action wherein brake shoes are applied in frictional contact with the tops and side shoulders of the rail treads.

With this and other objects in view, which will more readily appear as the invention is better understood, the same consists in the novel construction, combination, and arrangement of parts hereinafter more fully described, illustrated, and claimed.

The essential features of the invention involved in the novel relation of the main brake beam, the top and side brake shoes, and the operating mechanism therefor, are necessarily susceptible to structural change without departing from the scope of the invention, but a preferred embodiment thereof is shown in the accom panying drawings, in which:

Figure 1. is a side elevation of an emergency railway brake constructed in accordance with the present invention. Fig. 2 is a central. cross sectional view on the line 22 of Fig. 1. Fig. 3 is a sectional plan view on the line 33 of Fig. 1. Fig. 4 is a detail elevation of one of the rail-top engaging shoes showing the hanger connection thereof with one end of the brake beam.

Like references designate corresponding parts in the several 'rigiu'es of the drawings.

The improved brake mechanism is designed to be suitably arranged beneath the bottom frame of a railway car and to be used independently of, or in conjunction with, the ordinary wheel brakes, as conditions may require. But,. in all or any adaptations of the invention the braking mechanism includes in its general organization a main vertically movable brake beam 1 carrying at its terminals the pendent vertically movable top brake shoes 2, and also carrying a pair of opposite and reversely arranged

supplemental brake bars

3 and 4 respectively, each of which is equipped at its outerend with side brake shoe 5 paired with one of said top shoes 2 and designed to operate against the side shoulder or side of one of the track rails R as plainly shown in Fig. 1 of the drawings. These cooperating braking elements are controlled and operated through the medium of a common operating device controlled by the motorman or driver from the platform or body of the car, as will presently appear.

The main vertically movable brake beam 1 is ar- I ranged transversely beneath the car bottom, and is of a length coextensive with the distance between the opposite track rails R. In the preferable form of the invention the said brake beam is of an arched or bowed formation, which provides the same with opposite inclined side legs each carrying one of the shoes 2, and with an intermediate section 6 constituting what may be termed a central bearing section with which cooperates the single operating device 7. This operating device 7 is preferably in the form of a cam lever pivotally mounted intermediate its ends upon the pivot bolt or pin 8 fitted in the hanger bracket or brackets 9, secured to and pendent from the car bottom or frame in any suitable position. The said operating device or cam lever 7 is formed at one side of its pivotal or fulcrum support 8 with an eccentric lever head 10, forming what may be termed a presser head and which head is also of a tapering width to constitute a spreading wedge operating between and against a pair of lever arm thereof pivotally connected, as at 13, to one end of a draw or pull rod 14, the opposite end of which rod is pivoted at 15 to the lower end of the pivotally supported main swinging brake lever 16 operated from the platform or body of the car and carrying the catch dog 17 engaging with the teeth of a locking segment 18, said elements 17 and 18 providing locking means for operating the braking mechanism set when applied to the track rails R.

At the point of engagement between the rocking operating device or cam lever 7, and the central bearing section 6 of the main brake beam 1, the latter has preferably supported therein a bearing roller or equivalent surface 19 which takes the contact and pressure of the lever head 10, thereby rendering the movementof said lever head free and easy, and also lessening frictional wear between the operating device and the main brake beam.

The main brake beam 1 is preferably yieldingly suspended above the track through the medium of a pair or more of suspension springs 20 arranged at opposite sides of the transverse center of the brake beam and respectively connected with such beam, as at 21, and with the car body or frame thereabove, as at 22. In conjunction with these springs it may be found preferable to employ vertically arranged guard yokes '23 pendent from the car bottom or frame and arranged to extend beneath and about the main brake beam within the vertical plane of the suspension springs 20. These guard yokes act as safety devices to retain the braking mechanism from falling to the track in the event of breakage or weakening of the suspension springs therefor.

To provide for bracing and guiding the main brake beam in its up and down movements, there is preferably associated with each of the outer end portions thereof, a bracing guide 24 through which said outer end portion of the beam projects, and at one side of the guide the beam is further provided with a steadying lug 25 adapted to ride against the guide and effectually steady the beam, particularly as the same is thrust downward during the braking motion. Beyond the said bracing guide 25 each outer end of the main brake beam is formed with a forked shoe hanger 26 which is embraced by the upstanding supporting lugs 27 arising from the upper side of a brake block 28, and the overlapping lugs 27, and ears of the hanger 28 receive there through a coupling pin or bolt 29 which provides for detachably connecting the brake block with the shoe hanger, while at the same time permitting the brake block to freely hang from the brake beam so as to readily adjust itself to the rail tread when crowded thereon.

Each brake block 28 is provided in the body portion thereof with a dove-tailed seat 29 receiving a correspondingly shaped rib 30 on the upper side of the brake shoe proper, designated by the numeral 2. This construction provides a firm attachment of each brake shoe 2 to its supporting block 28, while at the same time admitting of the convenient detaching and renewal of the shoe when worn out.

Each of the

supplemental brake bars

3 and 4 is arranged below one of the said inclined side legs of the main brake beam, and is preferably formed with a twisted slide shank portion 31 slidably mounted in a guide sleeve 32 pivotally hung from the brake beam 1 by means of a pivotal support or hanger 33, and beyond the sleeve 32 each of said brake bars is provided with a dove-tailed holder or holding head 34 with which is engaged a dovetailed rib or tongue 35 on the side brake shoe 5,

The hanging of the opposite and reversely arranged

brake bars

3 and 4 is the same, though one of said bars is connected with the auxiliary lever 11 and the other with the auxiliary lever 12. Referring to these auxiliary levers 11 and 12, it will be seen from the drawings that the same are of duplicate construction, and each consists of what may be termed a lever yoke loosely straddling the main brake beam and the side lugs of which are connected at their upper extremities by the web 36. The said upper extremities of the legs of each auxiliary yoke lever are deflected inwardly to provide an angularly disposed bearing head 37 lying at one side of the combined presser and spreader head 10 of the operating lever 7 and engaged thereby. Each of the said auxiliary levers l1 and 12 is pivotally supported intermediate its ends, as at 38, upon the brake beam, and below such pivotal support the lower extremity of each of said yoke levers is pivotally coupled, as at 39, to the inner end of one of the

brake bars

3 and 4. The said yoke levers 11 and 12 are arranged in opposite reversed relation, respectively upon opposite sides of the lever head 10, and the inner end portions of the opposite brake bars 3 and l are arranged in crossing relation so that the bar 3, for instance, extends past the lower end of the auxiliary lever 12 and connects with the auxiliary lever 11, and vice versa, so that a synchronous movement of the two auxiliary levers 11 and 12 serves to transfer a similar movement to both of the

brake bars

3 and 4.

Various mechanical expedients may be resorted to for bracing and steadying the parts of the braking mechanism such for instance as the employment of guy rods 40 and 41 having link connections 42 and 43 respectively with the holders for the brake shoes 2 and 5 and extending therefrom to points of attachment on the car frame or body, but any equivalent bracing means may be utilized without departing from the invention,

Under normal conditions, the entire braking mechanism is held above the track by the suspension springs 20, and when the operator swings the brake lever 16 in a direction for setting the brake, the operating lever 7 is rocked in a direction for causing the eccentric head 10 to press down upon the brake beam with the result of carrying the top shoes 2 on to the tops of the track rails. During this operation the tapering width of the head 10 causes the same to act as a spreader between the heads of the auxiliary levers 11 and 12, thereby causing the upper ends of the said levers to swing outwardly with the result of thrusting the

brake bars

3 and 4 connected therewith also in outward directions so that the side shoes 5 carried thereby will be thrust against the sides or side shoulders of the rail heads. This provides a strong and powerful braking grip upon both track rails well calculated to meet the most extreme emergency conditions.

I claim:

1. In a railway brake, a main vertically movable brake beam carrying top brake shoes at its ends, a pair of supplemental brake bars carried by the main brake beam and each provided with a side thrust brake shoe, and operat ing meansv 2. In a railway brake, a main vertically movable brake beam carrying top brake shoes at its ends, a pair of supplemental brake bars each carrying a side thrust brake shoe, and a common operating device for the brake beam and said brake bars.

3. In a railway brake, a main vertically movable brake beam carrying top brake shoes at its ends, supplemental brake bars hung from the main brake beam and each carrying a side thrust brake shoe, and a common operating device for the brake beam and said brake bars.

at. In a railway brake, a vertically movable brake beam carrying at its ends top brake shoes, oppositely arranged reciprocal brake bars slidably hung from the beam and each carrying a side thrust brake shoe, and a common operating device for the beam and said bars.

5. In a railway brake, a vertically movable brake beam, top brake shoes pivotally hung from the opposite extremities of the brake beam, a reciprocal brake bar slid-ably hung from each side leg of the brake beam and carrying a side thrust brake shoe, and a common operating device for the brake beam and said brake bars.

6. In a railway brake, a vertically movable brake beam carrying at its opposite ends pendent brake shoes, a reciprocal brake bar hung from each side portion of the brake beam, and carrying a side thrust brake shoe, the auxiliary braking levers mounted on the brake beam and each of the same having an operative connection with one of the brake bars, and a common operating device engaging the brake beam and said auxiliary braking levers.

7. In a railway brake, a vertically movable brake beam carrying at its ends top brake shoes, opposite and reversely arranged brake levers each having a slide support from the brake beam and carrying a side thrust brake shoe, a pairof auxiliary braking levers mounted upon the brake beam and having inturned bearing heads at one end and pivotally connected at their opposite ends respectively with the separate brake bars, and an operating device having a combined presser and spreader head moving against the brake beam and also operating against the bearing heads of said auxiliary braking levers.

S. In a railway brake, a vertically movable brake beam having a central bearing member provided with a bearing roller, a vertically movable brake shoe pivotally hung from each end of the brake beam, a pair of opposite reversely arranged supplemental brake bars each carrying at its outer end a side thrust brake shoe, a guide sleeve for each brake bar hung from the brake beam and slid-ably receiving said bar, a pair of opposite reversely arranged auxiliary braking yoke levers pivotally mounted on the brake beam and provided at their upper ends With angularly disposed heads, each of said auxiliary levers having a pivotal connection at its lower end With one ofthe brake bars, and a suitably arranged operating lever having a pivotal support above the brake beam and pro vided with an eccentric combined prcsser and spreaderhead operating against the bearing member of the brake beam and also between and against the heads of the auxiliary braking levers.

9. In a railway brake, a vertically movable brake beam carrying terminal brake shoes for engaging with the tops of the rails, suspension springs for said beam, guard yokes extending about the beam, bracing guides for the upper end portions of the beam, steadying lugs on the beam for engagement with the bracing guides, reciprocal brake levers slidably hung from the brake beam and each carrying a slde thrust brake shoe, and an operating device for the brake beam and brake bars.

In testimony whereof we hereunto afiix our signatures in the presence of two witnesses.

WILLIAM TAYLOR. HOSEA NAPAY.

Witnesses for William Taylor:

K. P. FRANCIS, S. H. VILLIAMSl Witnesses for Hosea Napay:

CHARLIE LEE, JOHN F. SCHUETTE,