Патент USA US2115542код для вставки
April 26, 1938. c. w. SMITH . 2,115,542 RAIL BRAKE Filed Jan. 28. .1957 ' 2 Sheets-Sheet 1 /2 3a2/ 1% Yig. I a“ ‘ INVENTOR CARL- W SMITH ATTORNEY April 26, 1938. 2,1 15,542 C. W. SMITH RAIL BRAKE ‘ Filed Jan. 28. 1957 2 Sheets-Sheet 2 ‘ . INVENTOR CARL w SMITH; BY - ATTORNEY Patented Apr. 26, 1938 2,115,542 PATENT OFFICE ~ 2,115,542 7‘ _. v, RAILBRAKEQ 1 p. . can W. smith, ‘Glendale, cant, I assignor to "The . p ‘ ~ " Westinghouse »Air~‘Bi-ake Company, Wilmerding, _ ‘ . "1:. lapplicatison?anuary . Pa, a corporationlo'f 28,1937, Pennsylvania Serial No. ‘122,753 v 1 '2V Claims.-_ (01. 188-165) This inventionrelates to ‘rail brakes‘ for ve hicles, such as railway trains, and the principal object of the invention is tov guard against and ‘prevent injury to therailrbrake shoes, as'well as to the associatedumounting‘ and lifting mecha” shoeslmay strike the switch frog and be later- ‘ nism, caused by ‘the failure of, the brake shoe to ally diverted. over-ride obstructions in the line of travel or the Fig. 4 is a fagmentary sectional view,‘ taken on the line 4—4 of Fig. .3, further illustrating how the rail brake shoes may strike the switch frog or point and be laterally diverted, . ‘shoe while sliding alon'gthe rail in contact there with. P10 The usual type of‘rail brake shoe hasabevel at the opposite ends‘thereof which inclines up wardly from the ‘rails to assist in enabling the rail‘ shoe 'to over-ride irregularities in‘ ‘the .‘level of the rails, as at the“ jointstbetween successive :15 'Fig. 3is a diagrammatic view of a railroad track and a switch frog, with rail brake shoes, not embodying my invention,so positioned as to illustrate the manner in which the rail brake rail sections. ' ' ‘ ‘ ‘ ' ‘ ‘ .‘10 Fig.5 is a fragmentary elevational view, show 7 ing one end of a rail brake shoe embodying my invention, . Figs. Sand 7 are perspective Views of two de tachably constituted skid blocks in their relative _ 15 ‘ I have found, howevenfthatthe usualbevel-on - positions as secured to one end ‘of a rail brake’ the end of‘ the rail shoes is ‘ineffective to‘ enable shoe, and l the shoe to ‘over-ride ‘a switch ‘frog or point'which ‘ may project above thellevelof thefrails of the main track. " A particularinstance is-known of a rail shoe,‘having the‘ usual'bevel at the ends thereof, which caught “on'a projectingswitch frog or point in endeavoring to- follow the wheel ‘trucks passing from them‘ainftrack ‘to a side Fig. 8, is a. fragmentary sectional view corre sponding to the view in Fig. 4 and showing in further detail the mannerin which the skid blocks comprising my invention are secured to 20 the track shoes, as well as the manner in which the skid blocks are effective to permit the track shoe to ride over obstructions on the rail, such track divergent from_ the main track at the as the. raised edge of a switch frog or point. switch and failed; to over-ride the projecting As shown inFig. 1 of the drawings, the rail 0 switch frog. Serious‘ physical damage ‘to the - brake shoe assemblylmay comprise a rail brake rail shoe‘itself, as‘ well as to the ‘mounting ‘and shoe H suitably mounted on a wheel-truck hav ‘lifting mechanism for the rail‘shoe, resulted; The and front and rear wheels I3 which roll along a repair the damage, which, in-thelinstance known, was several weeks due to the ‘difficulty in securing The rail brake shoe Il may be of the magnetic type and may comprise a suitable magnetic core. structure having two spaced, laminated side por tions. III to which are respectively secured two spaced oppositely disposed‘pole pieces [5 of suit- _ jco5 able ‘magnetic material such as cast‘ iron. A suitable'?llerror spacer ‘l6 of non-magnetic ma replacement‘parts. ‘ l. r‘ ., ; = " My invention ‘is accordingly-designed‘ to ‘pre V35 vent the occurrence of such.‘ damage tofthe rail brake shoe and its mounting and lifting mecha nism, as well‘as the attendant lossbfrtime that the car is out of service‘ while the damages are ‘ an ing side‘frames 12, only ‘one of which is shown, car having the rail shoe was consequently put out of service for the length of time required ‘to being repaired. The invention :comprises the provision of what Ihave‘. designatedas ‘l‘skid blocks” or curved “nose” members‘ which are “suitably formed or .securedlat each of the ‘four corners of the rail brake ‘shoe, which skid blocks are especially designed ltofenable the ‘rail ‘shoe to‘ ride up over obstructions in the" path of the shoe, such as a projecting switch frogor :point. I My invention will be described in detail here inafter in connection with the accompanying drawings, wherein, ,_ " 1 > ._ > Fig. 1 is a fragmentaryelevational view,‘ show ing a magnetic rail brake shoe assembly embody ing my invention, . i‘ . i Fig. 2 is a sectional view taken on the line 2--2 of Fig. 1 showing in further detail the rail brake shoe assembly,v ‘ . track rail I‘9. ‘ ‘ ‘ ' l 30 terial is interposed between the opposite pole pieces IE to prevent the entrance of dust or dirt particles between ‘the pole pieces‘ IF). A‘ plurality 40 of electromagnet coils l1, only one of‘which is shown in Fig. 2, ‘are mounted between the; side portions‘ M of the magnetic core structure, the coils l'l' having a central‘ axial core extending therethrough from one side portion M to ‘the as 5 opposite side portion l4. As will be notedpin Figs. 1 and 2, the rail shoe II is normally sus pended in vertical alignment with the rail I9, the pole pieces [5 extending longitudinally of the rails and adapted to slidingly contact the“, rail when the shoe is su?iciently lowered from its . normal position. > The pole piecesl5 are provided at the opposite. ends thereof with the usual bevel 18 for assisting linenabling therail shoes to slide‘over uneven rail / 5.5 2 2,115,542 joints and other similar irregularities in the the lower edge of the pole pieces I5 on the rail rails, while the shoe is in sliding contact with shoe at one side of the wheel truck will strike the raised edge of the member I90 of the switch the rail. A guide stirrup or member 2| for each end of frog 35. As will be best seen in Fig. 4, the side edge of the pole pieces l5 of the usual rail brake C1 the rail shoe H is provided, the members 2| be ing suitably attached to the side frame [2 of the shoe is perpendicular to the surface of the rail wheel truck. The upper portion of the rail shoe ?ange and thus the rail shoe will be diverted i! extends between opposite guiding faces of the laterally along the edge of the member I90 of the switch frog in the direction of the main track guide member 2 I, the width of the rail shoe be ing less than the distance between the guide faces rails [90. without being able to ride up and over 10 in order to enable a limited lateral rocking move; 'jthe projecting edge of the member I90. ment of the rail shoe whereby the shoe may I have found that even. though the angle of adjust itself to irregularities in the surface of- - inclination with respect to the track rails of the the ?ange of the rail and’ maintain maximum usual bevel l8 at the end of the rail shoes is 15 area of contact therewith.a . , ' ' ,‘ ;. decreased from the usual angle and even though 15 The rail shoe H is lowered into contact with theside edges of the usual bevel are rounded off, the track rail l9 and raised out of contact there the rail brake shoe cannot ride up and over the from by suitable means, such as the two-lifting ' projecting edge of the member I90, if the member cylinders 23 shown, which are attachedforl I90 of vthe switch frog projects an appreciable distance above the top ?ange of the main track 20 20 mounted, as by mounting lugs 24, to ‘transverse struts or members 25 which extend between the rail l9a. ' side frames l2 at ‘opposite sides‘ of the wheel According to my invention, I have accordingly truck. When ?uid under pressure is supplied to provided specially devised “skid blocks” 38, shown each of the cylinders 23, as through a supply in detail in Figs. 6 and 7 which may be applied to existing rail shoes of the usual type to convert 25 25 pipe 26, a piston (not shown) within the cylin ders is shifted upwardly and causes a correspond them into ‘shoes capable of riding over the raised ing shifting of a stem or rod 21. One end of the edge "of a member of a switch frog and thereby to prevent severe damage to the rail brake equip ment. It will be understood that while my invention 30 site end of the shoe‘is similarly supported or is illustrated in a form particularly applicable to suspended by a pair of links 28 from theupper~ the conversion of existing rail brake shoes, it may most end of the stem of the other cylinder. The readily be applied in principle in the initial man links 28 are pivotally connected to brackets 2e u'facture of the rail shoes. attached to the rail shoe II. The pivotal con . As will be clearly apparent in Figs. 1 and 2 of 35 nection of the links 28 to the stem 21 and to the the drawings, the skid blocks are relatively short brackets 29 is effected by means of bolts and nuts in lengthcompared to the total length of the rail 3! and springs 32, which serve to prevent chat brake shoes, a skid block being attached to the tering and also to permit a ?exible connection pole pieces 15 of the rail brake shoe in the angle between the rail shoe and the lifting cylinders between the horizontal and vertical portions of 40 so that the shoe may adjust itself to ‘irregu the pole pieces H5, at the four corners of the rail larities in the surface of the rail' ?ange.‘ brake shoe. With ?uid under pressure supplied through the In order to provide proper seating for the skid pipe 26 to the cylinders 23, the stems 21 are ‘blocks 38, the horizontal portions of the pole held in a raised position so that the rail shoe is pieces l5 are provided with suitable recesses 4| 45 accordingly held in a raised position out of con ,(see Figs. 1 and 5) for receiving therein a corre sponding projection 42 formed on one face of tact with the track rails. When ?uid under pres sure is released from the cylinders 23, the rail the skid block. Suitable screws 40 cooperating shoe falls, due to its ownv weight, into contact with threaded bores 43 in the skid block and in with the track rail. Current is supplied to the the pole pieces l5 serve to secure the skid blocks 50 electromagnet coils I1 and energization thereof 38 to the pole pieces I5. As will be clearly apparent in Figs. 7 and 8, effected in any suitable manner to effect the magnetic attraction between the rail shoe and the side surface 5|] of the skid block 38 extends laterally outward and upwardly from the rail the track rail. . , In Figs. 3 and 4 there ‘is shown a switch frog contacting surface of the vertical portions of the 56 35 for switching vehicles from the main line track pole pieces IS, the side surface curving inwardly rails, designated as rails l9a, to side track rails, toward the track rail at the opposite ends of the designated as rails l9b. If as is frequently the block 38.. While the side surfaces 50 are illus trated as substantially straight, they may be case, the main track rails settle vor the wear on the ?ange of the main track rails I911 greatly curved if desired. The ends of the skid block 38 rail shoe II is pivotally suspended by‘ a pair of links or struts 28 from the uppermost end of the 30 stem 21 of one lifting cylinder-23 and the oppo 35 45 55 60 exceeds the wear on the ?anges of the side track are cut away or inclined to merge into and to rails I92), due to the higher proportion of. tra?ic conform to the angle of inclination of the bevel l8 at the end of the rail brake shoe. The inner edge of the skid block 38, as well as the inner edge of the projection 42 on the skid block, is beveled in order to insure proper ?tting of the skid block in the angle between the hori on the main track rails as compared to the traf?c on the side track rails, the member l9c of the 65 switch frog which is moved into contact with the main track rail I90. will eventually project above the top surface of the ?ange of the main track rails l9a. In such case, with the switch'frog 35 in the 70 position shown in Figs. 3 and 4 ‘wherein it causes the traf?c moving in the direction‘ of the arrow, that is in the right-hand direction as viewed in Fig. 3, to switch from the main track rails l?a. to the side track rails [9b, 1 and with, the rail 75 shoe lowered into sliding contact with the rails, zontal and vertical portions of the pole pieces l5, which might be prevented by irregularities of the ?llet onthe pole pieces. 70 Referring to Fig.8, the manner in which the skid block 38 functions will be readily under stood. The inwardly curved nose or end of the skid block 38 which merges into the bevel H3 at the end of the rail shoe II will strike the 76 2,115,542 projecting or raised edge of the member I90 of the switch frog 35 and, acting as a wedge, will tend to raise the rail brake shoe, against the magnetic force of attraction tending to hold the rail shoe in contact with the rail. Should the rail brake shoe tend to be diverted laterally by the raised edge of the member I90‘, the side surface of the member I90, acting as a wedge, will cause the rail shoe to be raised so as to 10 slide over the projecting edge of the member I90. the Fig. lQb Accordingly, the rail brake shoes will follow car wheels, indicated by broken lines in 3, in the direction of the side track rails instead of being diverted along the main 15 track rails 19a. ' While I have illustrated and described only one embodiment of my invention, it will be understood that various modi?cations, omissions or additions may be made with respect to the 20 embodiment of my invention shown, without de parting from the spirit of my invention. It is accordingly not my intention to limit the scope of my invention except as it is necessitated by the scope of the prior art and otherwise than as de?ned in the appended claims. Having now described my invention, what I travel of the shoe when the shoe is in contact with the rail. 4. A rail brake shoe for a vehicle, comprising 5 a rail-contacting member adapted to be disposed perpendicularly to the rail in alignment there with, and two detachable members secured re spectively on opposite sides of said rail-contact ing member adjacent the end thereof, each of 10 said detachable members having a side surface extending laterally outward and upwardly from the rail-contact surface of the rail-contacting member and curved laterally inward at the end of the shoe toward the rail-contacting member, 15 the surfaces on said detachable members en abling the brake shoe to over-ride obstructions in the line of travel of the shoe when the shoe is in contact with the rail. 5. Protective means for preventing injury to 20 vehicle rail brake shoes, which injury would otherwise occur due to the brake shoe striking obstructions in the path of the shoe when low ered to the rail and failing to over-ride such obstructions, comprising means at opposite sides of the brake shoe at one end thereof providing claim as new and desire to secure by Letters a surface which extends for a portion of the Patent, is: length of the shoe laterally outward and up wardly from the rail-contact surface of the brake shoe and which curves laterally inward 30 adjacent the end of the brake shoe. 6. Protective means for preventing injury to 1. A rail brake shoe for a vehicle, comprising 30 a rail-contacting member, and means on said member having a forwardly inclined surface curved laterally outward from the end of the member and a surface extending longitudinally for a portion of the length of the shoe as well as laterally outward and upwardly from the rail-contact surface of the rail-contacting mem her, into which the said curved surface merges. 2. A rail brake shoe for a vehicle, comprising a rail-contacting member which extends longi 40 tudinally of the rails and is of substantially rec tangular shape, and means at each of the four corners of said member having a forwardly in clined surface curved laterally outward from the end of said member and a surface extending 45 longitudinally for a portion of the length of the shoe as well as laterally outward and upwardly from the rail'contact surface of the rail-contact ing member, into which the said curved surface 50 3 said surfaces on said means enabling the brake shoe to over-ride obstructions in the line of vehicle rail brake shoes, which injury would otherwise occur due to failure of the brake shoe to over-ride obstructions in the path of the shoe when lowered to the rail, comprising means at opposite sides of the brake shoe and at each end thereof providing a surface which extends laterally outward and upwardly from the rail contact surface of the brake shoe and which 40 curves laterally inward adjacent the correspond ing end of the shoe. 7. A rail brake shoe for a vehicle, comprising a rail-contacting member adapted to be disposed perpendicularly to and in alignment with the 45 track rail and having surfaces at opposite ends thereof inclined forwardly relative to the sur face of the rail, and means on one side of the merges. rail-contacting member adjacent one end of the 3. A rail brake shoe for a vehicle, comprising a rail-contacting member adapted to- be disposed perpendicularly of the rail in alignment there shoe providing a surface which extends for a 50 portion of the length of the shoe laterally out ward and upwardly from the rail-contact sur face of the rail-contacting member and which curves laterally inward at the end thereof adja cent the end of the brake shoe toward the rail 55 with, and means on opposite sides of the rail contacting member at one end thereof having 55 a side surface which extends laterally outward and upwardly from the rail~contact surface of the rail-contacting member, which side surface curves laterally inward adjacent the end of the shoe toward the rail-contacting member, the contacting member, the curved portion of said surface merging into the forwardly inclined sur face at the end of the rail-contacting member. CARL W. SMITH.