US1504969A - Ramp shoe - Google Patents

Description

Aug. l2 1924.

1,504,969 c. A. PARKER RAMP SHOE Filed June 23. 1923l 'Char/63H Parke/" Patented Aug. 12, 1924.

UNITED STATES PATENT OFFICE.

CHARLES A. PARKER, 0F HAUGAN, MONTANA.

RAMP SHOE.

Application filed June 23, 1923.

. brakes on steam railroads and railroads employing electric propulsion.

In the preferred installation of the train stop mechanism I employ a ramp shoe at `each side .of the train or car, and inasmuch as these shoes are of similar construction I have illustrated and described a single shoe in its relation to the train stop mechanism with which it is also effective. v

The prima-ry object of the invention is the provision of a ramp Shoe. `carried Iby the railroad locomotive or other vehicle,'which, in the equipment for steam railroads, `is connected with the train stop mechanism usually. carried in the cab of the locomotive, and constructed in such .manner as tofhold the train stop mechanism in running Iposi.- .tion. By co-actiony with a ramp rail preferably located outside of the track rail and in the path 0f movement of the ramp shoe, the latter is moved to permit operation of the train stop mechanism as will be described;

By the utilization of my invention I secure a ramp shoe or cont-act device which will insure proper contact with the ramp rail whether the train is running forward or running backward. Means are also provided whereby snow or ice are removed from the ramp rail by the movement of the ramp shoe to prevent clogging. The ramp shoe is of simple con-struction, strong and relin able, and inexpensive in cost of production.

In the accompanying drawings I have illustrated one complete example of the physical embodiment of my invention wherein the parts are combined and arranged in accordance with the best mode I have thus far devised for the practical application of the principles of my invention.

Figure 1 is a view showing the train stop mechanism carried in the locomotive cab, the ramp shoe carried by the locomotive truck and in operative connection with said Serial No. 647,277.

mechanism, and the ramp rail at the trackside with which the ramp shoe co-acts.

Figure 2 is a longitudinal sectional View through the flexible, resilient and elastic ramp shoe. 1 y

Figure 3 is a `perspective view of the ramp shoe.

Figure e yis a sectional detail view of one of lthe guide yokes or stirrups 4carried by `the locomotive truck for `guiding the moveen ment of the flexible shoe.

In order that the utility of the ramp shoe mayI readily be understood I have shown in Fig. 1 a bell crank lever 1 pivoted at 2; and designed, when released by theaction of the ramp device, to be-swung on its pivot. The action of the spring also releases an air valve i and the air brakes I,are automatically applied by reduction of the vtrain line pressure through pipe 5. Details of construction of the .train stop mechanism may be found in my cof-pending application for patent, fber. No. 647,276, filed June 23, 1923.

The train stop mechanism is located in the locomotive cab and the lever 1 is oonnected with the ramp device' by means 'of a 8 for attaching to the bell crank lever.

The flexible ramp shoe is composed v of a pair of leaves -9 and 10 secured together at their longitudinal centers and to .the truck T lby means of a and nuts 12.

The leaves are of metal possessing sufficient elasticity and resiliency to pull on the cable 6 and hold the bell crank lever in normal running position and to permit flexing of the shoe at the front and rear as it passes ove-r the ramp rail 13 at the trackside At its ends the ramp shoe is equipped with contact members 14 and 15 which are of boX- like construction open at the front and rear, and each member is provided with an upper attaching flange 16. The flange is interposed between the free ends of the spring leaf 9 and the spring leaf 10, and by means of a rivet 17 is secured to the leaf 10 as shown. The two leaves of the resilient and elastic ramp shoe are thus spaced apart at their ends to insure the required rigidity in the shoe and yet provide for the necessary flexing of the shoe as the latter passes over a ramp rail.

The rear contact member 14 has a perfopair of U-shapedbolts 11 rated ear 18 to which the cable 6 is attached and said cable extends upwardly to the train stop mechanism in the housing as shown.

Near the endsI of the flexible shoe are provided guide yokes or stirrups 19 each of which has a stud bolt 20 and by means of which the guide stirrup is rigidly attached to the truck T. The flexible shoe is thus permitted to ride up and down or move vertically in the stirrup and is guided therein to prevent lateral movement. The lower cross bar of the yoke or stirrup is fashioned with va knife edge 22 to support the ramp shoe in normal position, and this triangular shaped bar is effective in shedding snow or ice that might otherwise accumulate in the yokes when the shoe is raised. As such an accumulation would result in holding the shoe at a higher elevation than its predetermined location, these devices perform an important function in the operation of the device.

rIhe open end box- like contact members 14 and 15 ride over the ramp rail as indicated in Fig. 1, the forward memberl sliding flatly over the declining end of the arched ramp rail and the rear member riding on an edge as indicated. Any ice or snow that may accumulate on the ramp rail is thus scraped therefrom and passing through the contact membersl is disposed of without danger of clogging them. The use of the twomembers 14 and 15 insures a double contact on the ramp rail and they are adapted for use when the train is moving backward or forward.

In Figs. 2 and 3 the ramp shoe is shown with an arched or curved formation adapting it for use with the arched rail 13, and as the shoe rides along the -ramp rail the shoe is partially straightened as indicated in Fig. 1.` The straighteningvor elevating of the rear end of the shoe slackens the cable 6 to permit actuation of the train stop mechamsm.

It will be apparent that the shoes may with facility be attached to the truck T, and are held thereto without danger of loss, and in position for reliable operation in the performance of their required functions.

Having thus fully described my invention, what I claim as new and desire t0 se cure by Letters Patent is-- 1. A flexible, resilient ramp shoe comprising a pair of leaves joined at their longitudinal centers, means for spacing the free ends of the upper leaf from the lower leaf, and contact members carried at the ends of said shoe.

2. A flexible, resilient ramp shoe comprising a pair of leaves joined at their longitudinal centers, means for spacinfr the free ends of the upper leaf from the ower leaf, and box-like contact members having open front and rear ends secured at the ends of said shoe.

3. A flexible resilient ramp shoe comprising a. pair of leaves joined at their longitudinal centers, box like contact members each. having an upper flange attached to the lower leaf and interposed between the free ends of the upper leaf and the lower leaf.

`4. In a flexible resilient ramp shoe the combination with a pair of leaves rigidly joined together at one point and adapted for attachment to a support, a contact member having front and rear open ends and an attaching flange on said member located between the free ends of said leaves and at;- tached to one of said leaves.

5. The combination with a support of a flexible resilient ramp shoe having one portion rigidly anchored to said support, a vertically disposed guide yoke on said support, and said yoke having a supporting cross bar for said shoe formed with an upper angular edge.

In testimony whereof I affix my signature.

CHARLES A. PARKER.

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