US1951075A - Brake rigging for railway cars - Google Patents

Description

March 13, 1934. w. E. WINE 1,951,075

BRAKE RIGGING FOR RAILWAY CARS Filed June 13,1931 3 Sheets-Sheet 1 QQQQoGJ March 13, 1934. w E wlNE 1,951,075

BRAKE RIGGING FOR RAILWAY CARS `Filed June 13. 1931 3 Sheets-Sheet 2 All c "wv-" :a J6 e i a W 6- *7 l l e W. E. WINE BRAKE RIGGING FOR RAILWAY CARS 3 Sheets-Sheet 3 March 13, 1934.

Filed June 13 1931 Patented Mar. 13, 1934 f UNITED STATES PATENT OFFICE BRAKE RIGGING FOB RAILWAY CARS William E. Wine, Toledo, Ohio Application June 13, 1931, Serial No. 544,229

19 Claims. (Cl. 18S- 197)A My invention relates to the brake rigging of railway cars and` more particularly to mechanism adapted to connect one of the brake levers of the brake rigging in a plurality of different positions of adjustment to the car.

A principal object of the invention is to provide the dead lever connecting mechanism with improved means insuring a predeterminedminimum of slack in the brake rigging in each position of adjustment the dead lever is secured to the car.

A primary feature of the invention consists in providing a bracket which is mounted on the car with a rotatable detent device, and in connecting to the dead lever of the brake rigging means having a plurality of spaced portions adapted to be successively engaged by the detent device to secure the dead lever to the bracket in a plurality of positions of adjustment, the detent device being rotatable toward the dead lever after engaging any of said spaced portions to provide the brake rigging with a predetermined minimum of slack.

Another feature of the invention consists in g5 rotatably mounting a detent device on a bracket which is rigidly secured to a railway car, the bracket being fashioned with stop means for preventing rotation of the detent device in one direction and the latter being engageable with movable means connected to the dead lever of the brake rigging for securing the lever to the bracket, the detent after engaging said movable means being rotatable into engagement with the stop means to thereby provide a predeter mined amount of slack in the brake rigging.

way car brake rigging means having a plurality of `spaced portions, mechanism being employed for securing the dead lever to the car involving a bracket mounted on the car and a detent device rotatably mounted on the bracket, said detent device having a bifurcated portion adapted to successively engage the spaced portions of said means for securing the dead lever to the bracket in a plurality of positions of adjustment. l

A still further feature of the invention consists in mounting on a railway car a bracket provided With a rotatable detent device, the latter being engageable with means connected to the dead lever of the brake rigging for securing said lever to the bracket. said detent device being rotatable to engage and disengage said means, and said bracket being provided with a lug for engaging the detent device to prevent accidental rotation of the latter.

Other and more speciilc features of the invention residing in advantageous forms, combinations and relations of parts will hereinafter appear and be pointed out in the claims.

In the drawings illustrating a preferred embodiment` of the invention, Figure 1 is a fragmentary vertical, sectional view of a railway car with my invention applied thereto.

'Figure 2` is a plan view, partly in section, of a portion of 'che construction illustrated in Figure 1.

. Figure 3 is an enlarged sectional view taken on line 3-3, Figure 1.

Figure 4 is a sectional view taken on line 4 4, Figure 3. i

Figure 5 is an enlarged sectional view taken on line 5--5, Figure l.

Figures 6 and l are detail sectional views taken on lines 6--6 and '7 7 respectively, Figure 4.

Figures 8, 9, and 10 are sectional views similar to Figure 4, illustrating various positions assumed by the rotatable detent` device, and the manner in which it cooperates with the chain connected to the dead lever during a slack takeup operation.

Figure 11 is an end elevational view of the `rotatable detent device.`

Figure l2 is a side elevational view of the detent device as viewed from the right hand side of Figure 11.

Figure 13 is a bottom view of the detent device.

Figure 14 is a horizontal sectional view taken on the line 14--14, Figure 12.

Referring more particularly to the drawings, 1 indicates the dead lever of a railway car brake rigging, and 2, a push rod which connects the bottom portion of the dead lever to the bottom portion of the live lever (not shown). As is customary, the dead lever, which is usually inclined at an angle of approximately thirty degrees to the vertical, is pivotally connected by pin 3 to a brake beam, which is designated by the reference numeral 4.

Connected to the upper `portion of the dead lever is a means which is preferably flexible and for this reason may advantageously include a chain 5, the links of which are designated by the reference letters a` to i, inclusive. This means is adapted to be engaged by a detent device 6 rotatably mounted upon a. bracket 7, which is rigidly secured by rivets 8 tothe bottom flange 9 of an adjacent center or draft sill 10 of the car. As it is preferable to connect the chain to the inclined dead lever so that the links thereof will be alternately arranged in substantially vertical and horizontal planes, a twisted link 11 is employed for connection to a clevis 12, which is pivotally secured to the upper end of the dead lever by a pin 13, whose axis is substantially normal to the plane of the dead lever.

The bracket 7 is formed with spaced, substantially vertical side walls 14, which are integrally connected by a top wall 15 and a bottom wall 16. The top wall is adapted to be disposed in a substantially horizontal plane for attachment by the rivets 8 to the underside of the ange 9 of the center sill, while the bottom wall 16 may advantageously be of substantially semi-cylindrical form. Adjacent its marginal edges, the bottom wall may conveniently be formed with outwardly projecting rigidifying flanges 17 which, with the bottom wall, merge into adjoining portions of the side walls. Intermediate the top and bottom walls, the side walls may also be integrally connected by a substantially horizontal web 18 and a substantially vertical web 19, the latter being disposed in a plane intermediate the side edges of the horizontal web and extending upwardly therefrom to be integrally joined with the top wall 15. It will thus be observed that the lower portion of the bracket is provided with an opening 20 dened by the bottom wall 16, the horizontal web 18 and intermediate portions of the side walls 14 through which the chain 5 is adapted to extend.

The detent device 6 is rotatably supported between the side walls of the bracket '7 by a horizontally disposed pin 21 which passes through the side walls and through an elongated slot 22 formed in the upper end of the detent. This connection between the bracket and detent device not only enables the latter to have a rotative movement, but also enables it to have a limited rectilinear movement. tent is in the operative position shown in Figure 4, it extends across one end of the opening 20 in the bracket and is in contact with the bottom wall of the latter, which serves as stop means limiting movement of the detent in the direction of the dead lever. The lower portion of the detent is bifurcated to provide portions 23 which are adapted to be disposed on opposite sides of a vertically arranged link so as to be engaged by the next adjacentv horizontally arranged link toward the free end of the chain, to prevent movement of the latter in the direction of the dead lever. Movement of the chain in this direction being thus prevented, the dead lever is securely anchored to the bracket. To prevent the detent from accidentally rotating away from the stop means and thereby assume a position such that it may disengage the cooperating chain links, it is preferably provided with a shoulder or ledge 24, adapted to engage behind an upwardly projecting lug 25, which may be conveniently formed on the horizontal web 18. When it is desired to effect disengagement of the shoulder 24 with the lug 25, to permit rotation of the detent for the purpose of securing the dead lever to the bracket in a new position of'- adjustment to take up slack in the brake rigging, the detent may be'moved vertically upward until the lower end of the shoulder 24 passes above the upper end of the lug 25. The pin and slot connection between the detent and bracket, of course, enables the detent to move in this manner. When more than a predetermined minimum of slack has occurred in the brake When the derigging, and it is desired to take up the excess slack, the detent is rst moved upwardly to free it from locking engagement with the bracket and the free end of the chain is then pulled in a slack take up direction thereby causing rotation of the detent away from the stop means. Successive positions assumed by the detent and chain during movement of the latter are shown in Figures 8 and 9, and it will be observed that in Figure 9 they have assumed such positions that the chain may be moved downwardly out of engagement with the detent into the position shown in dotted lines. As soon as this is accomplished and whilethe chain is still being pulled, it is rotated so that the link d, which when the detent was in engagement with the link c, was disposed in a horizontal plane, will be disposed in a vertical plane as shown in dotted lines in Figure 10. The chain may then be moved upwardly into the full line position shown in Figure 10, in which position the detent will straddle the link d. The chain is then caused to move in a slack producing or creating direction by vmoving in the direction of the dead lever by either pulling it from the side of the bracket opposite the detent or by pushing against the link c. This movement of the chain toward the dead lever causes the detent to rotate in the same direction, and in order that the shoulder 24 of the detent will automatically move into cooperative association with the lug 25 of the bracket, the latter is provided in advance of the lug with an approach plane designated by the reference numeral 26. Should the detent connecting pin 21 be disposed in the upper portion of the detent slot 22 when the detent is moving toward the stop means, the portion of the detent adjacent the shoulder 24 will engage with the approach plane 26 thereby forcing the detent upwardly with respect to the pivot pin 21. The detent will, of course, be held in this upwardly displaced position until it assumes a substantially vertical position at which time it is adapted to fall by gravity to bring the shoulder 24 in locking cooperation with the lug 25. Continued movement of the detent toward the dead lever is of course prevented-by the bottom wall 16 of the bracket. To facilitate engagement and disengagement of the detent with the chain links, the outer faces of the bifurcated portions of the detent taper inwardly as at.28, and the inner side faces taper outwardly as indicated at 29. Due to the fact that the detent is adapted to rotate toward the dead lever after being brought into operative engagement with any one of the links of the chain, it will be appreciated that the brake rigging is always provided with a certain amount of slack to insure proper brake shoe clearance. Moreover as the chain cannot be brought into operative engagement with the detent until after it has been rotated away from the dead lever, it is impossible to connect the dead lever to the bracket without providing the necessary slack in the brake rigging. Furthermore, it will be observed that it is impossible to take up slack in excess of the minimum unless that excess corresponds at least to the distance between the end of one link and the remote end of the next adjacent link.

It is to be particularly noted that when the detent is in holding position shown in Figure 4, the side walls 14 of the bracket overlap opposite sides of the detent and thereby serve as means for preventing spreading of the bifurcated portions of the detent. This spreading tendency of 1,951,075 tit the bifurcated portions is caused by their engagement with the adjacent horizontal link, this link in Figure 4 being designated by the refer--` ence letter b. If desired, the biiurcated portions may be formed with curved portions so that the horizontal links may have at least a line contact therewith.

As is well known, some types of railway cars, especially hopper and gondola cars, are unloaded by being inverted. In this event, the detent device would tend to move so that its locking shoulder 24 would move from overlapping cooperation with the lug 25. The device would then be in a position to accidentally rotate in a direction away from the dead lever. To guard against this contingency the bifurcated portions of the detent are provided with protuberances or raised portions 31 which are normally disposed below the adjacent horizontal link, which in the case of Figure 4 is the one designated b. Upon inverting the car, the detent device would tend to move toward the top wall of the bracket, but such movement would be prevented by the protuberances 31 engaging the link b. This would tend to cause the link b to move away from the bracket, but due to the fact that the greater part of the chain is between the bracket and dead lever, the weight of this portion of the chain is suiiicient to hold the link b against the detent thereby preventing the protuberances from passing to the other side of the link to enable the detent to move toward the top wall of thebracket.

From the foregoing, it will be observed that simple and eiiicient means have been provided for iiexibly connecting the upper end ofthe dead lever to the car, and for regulating the slack in the brake rigging.

I claim:

l. In combination with the dead lever of a railway car brake rigging, a bracket mounted on the car, a rotatable detent device mounted on the bracket, and means connected to said dead lever having a plurality of spaced portions adapted to be successively engaged by said detent device for securing the dead lever to the bracket in a plurality of positions oi adjustments, said detent device being rotatable toward the dead lever after engaging any of said spaced portions to provide the` brake rigging with a predetermined minimum of slack in each position of adjustment Vin which the dead lever may be secured.

2. `In combination with the dead lever of a railway car brake rigging, a bracket mounted on the car, a rotatable detent mounted on the bracket, means connected to the dead lever and adjustably connected to said bracket by said detent, said means being movable in one direction to take up slack in the brake rigging and being movable in the opposite direction to create slack in the brake rigging and being provided with a plurality of spaced portions `with each of which said detent is engageable to secure said means to said bracket in different positions of adjustment, and `said detent upon engaging any of said spaced portions being adapted to rotate during movement of said means in the direction creating slack in the brake rigging.

railway car brake rigging, a bracket secured to the car, a detent device rotatably mounted on the bracket, and movable means connected to the dead lever adapted to be engaged by said detent device for adjustably securing the dead lever 'to the bracket, said detent device being rotatable away from said lever for engaging and disengaglng said means and being rotatable toward the dead lever after engaging said means to provide the brake rigging with a predetermined amount of slack.

4. In combination with the dead lever of a railway car brake rigging, a bracket secured to the car, a detent device rotatably mounted on the bracket, stop means for preventing rotation oi the detent device in one direction, and movable means connected to the dead lever and engaging said detent device for securing the dead lever to the bracket, said detent after engagement with said movable means being rotatable into engagement with the stop means to thereby provide a predetermined amount of slack in the brake rigging.

5. In combination with the dead lever of a railway car brake rigging, a bracket secured to the car, a detent device rotatably mounted on said bracket, and means, connected to said dead lever including a plurality of chain links adapted to be selectively engaged by said detent device for securingthe dead lever to the bracket in a plurality of positions of adjustment, said detent device being rotatable toward the dead lever .after engaging any of said chain links to provide the brake rigging with a predetermined amount of slack in4 each position of adjustment in which the deadl lever may be secured.

6. In combination with the dead lever of a railway car brake rigging, a bracket secured to the car, a detent device rotatably mounted on the bracket, and means connected to said dead lever having a plurality of spaced portions, said detent 'device having a bifurcated portion adapted to successively engage said spaced por tions for securing the dead lever to the bracket in a plurality of positions of adjustment.

7. In combination with the dead lever of a railway car brake rigging, a bracket secured to the car, a movable .detent device mounted on the bracket and provided with a bifurcated portion, and means connected to said dead lever including a plurality of chain links adapted to be successively engaged by the bifurcated portion of said detent device for securing the dead lever to the bracket in a plurality of positions of adjustment.

8. In combination with the dead lever of a railway car brake rigging, a bracket secured to the car, a detent device rotatably mounted on the bracket, said bracket having a bottom wall portion cooperable with the detent device for preventing rotation thereof in one direction, and movable means connected to the dead lever and engagingsaid detent device for securing the dead lever to the bracket, said detent after engagement with said means being rotatable into engagement with said bottom wall to thereby provide a predetermined amount of slack in the brake rigging and said bottom wall serving to support said means.

9. In combination with the dead lever of a railway car brake rigging, a bracket rigidly secured to the car involving spaced side walls, top and bottom walls respectively connecting the upper and lower' edges of said side walls, and a 3. In combination with the dead lever 0f a substantially horizontal web connecting said side walls intermediate said top and bottom walls, a detent device rotatably mounted on said bracket, and means connected to said dead lever and engaging said detent device for securing the dead lever to the bracket, said means when in engagement with said detent being interposed between said horizontal web and said bottom wall of the bracket and being in supporting engagement with the latter.

10. In combination with the dead lever of a railway car brake rigging, a bracket mounted on the car, said bracket involving spaced side walls, top and bottom walls, a substantially horizontal web between the top and bottom walls and integrally connecting said side walls, a substantially vertical web extending upwardly from said horizontal web and integrally connected to said top Wall, a detentdevice rotatably mounted on said bracket, and means connected to said dead lever and engaging said detent for securing the dead lever to the bracket, said means when in engagement with said detent device being disposed between said horizontal web and bottom wall of the bracket.

11. 'In combination with the dead lever of a railway car brake rigging, a bracket mounted on the car, a rotatable detent device mounted on the bracket, and means connected to the dead lever having a plurality of spaced portions adapted to be respectively engaged by said detent device for securing the dead lever to the bracket, said detent device being rotatable toward the dead lever after engaging any of said spaced portions to provide the brake rigging with a predetermined minimum of slack in each position of adjustment the dead lever may be secured, said detent having a portion adapted to engage a portion of the bracket to prevent accidental rotation of the detent device in the opposite direction.

12. In combination with the dead lever of a railway car brake rigging, a bracket mounted on the car, a detent device movably mounted on the bracket, and means connected to the dead lever adapted to be engaged by said detent device for securing the dead lever to the bracket, said detent device and bracket respectively having portions adapted to be disposed in interlocking relation to prevent accidental movement of the detent device in a direction to affect disengagement thereof from said means, said detent device being slidably mounted for disengaging said portion of the bracket and being rotatably mounted to disengage said means,

13. In combination with the dead lever of a railway car brake rigging, a bracket mounted on the car, a detent device rotatably mounted on the bracket, and means connected to the dead lever adapted to be engaged by said detent device for securing the dead lever to the bracket, said bracket having an upwardly projecting lug adapted to be engaged by said detent device to prevent rotation of the latter in a direction to affect its disengagement from said means.

14. In combination with the dead lever of a railway car brake rigging, a bracket mounted on the car, a rotatable detent device having pin and slot connection with said bracket, and means connected to the dead lever and engaging said detent device for adjustably securing the dead lever to the bracket, said bracket having a shouldered portion cooperable with a portion of said detent device for preventing accidental rotation thereof, said detent device being 'rotatable away from said lever for engaging and disengaging said means and being rectilinearly movable for engaging and disengaging said shoulder.

15. In combination with the dead lever of a railway car brake rigging, a bracket mounted on the car, a rotatable detent device having pin and slot connection with said bracket, and means connected to the dead lever and engaging said detent device for adjustably securing the dead lever to the bracket, said detent when in operative engagement with said means being disposed in a substantially vertical position and being rotatable from said vertical position for disengaging said means, said bracket being provided with an offset portion cooperable with said detent for preventing accidental rotation of the latter into position to disengage said means and said detent device being movable upwardly to disengage said offset portion.

16. In combination with the dead lever of a railway car brake rigging, a bracket mounted on the car, a detent device having a slot, a pin secured to the bracket and extending through said slot for rotatably mounting said detent device, a lug rigid with the bracket and cooperable with said detent for preventing accidental rotation thereof, said device being rectilinearly movable to disengage said lug, and means connected to the dead lever and engaging said detent device for securing the dead lever to the bracket, said detent device being rotatable to engage and disengage said means.

17. In combination with the dead lever of a railway car brake rigging, a bracket secured to the car and having a substantially horizontal web intermediate its upper and lower edges, a detent device having pin and slot connection with said bracket, movable means connected to the dead lever and engaging said detent device for securing the dead lever to the bracket, said detent device being rotatable to disengage and engage said means, and means including a lug rigid with said web for engaging said detent device to lock the latter in engagement with said movable means, said detent device being movable upwardly to disengage said lug.

18. In combination with the dead lever of a railway car brake rigging, a bracket secured to the car, a detent device having pin and slot connection with said bracket, movable means connected to the dead lever and engaging said detent device for securing the dead lever to the bracket, said detent device being rotatable to disengage and engage said movable means, and an upwardly projecting lug rigid with the bracket for engaging said detent device to lock the latter in engagement with said means, said detent device being movable upwardly to disengage said lug and said bracket being provided with an approach plane leading to said lug to cause upward movement of said detent device upon rotation toward said dead lever so as to be in position to drop by gravity into locking engagement with said lug.

19. In combination with the dead lever of a railway car brake rigging, a bracket mounted on the car and including spaced side walls, a detent device rotatably mounted on said bracket and having a bifurcated lower portion, and means connected to said dead lever and adapted to be engaged by said bifurcated portion of the detent device to secure the dead lever to the bracket, the bifurcated portion of said detent device when the latter is in operative position being interposed between said side walls of the bracket and the latter serving to prevent spreading of said bifurcated portion.

WILLIAM E. WINE.

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