Патент USA US2411974код для вставки
Dec, 3, 1946. L. G. MILLER ET AL ?2,411,974 CAR BRAKE Filed May 12, 1945 v15 9 L a Z639 ?\ Z0 Z5 4 Sheets-Sheet l D693, 1945- I ' _ L. G. MILLER ETAL 2,411,974? , CAR BRAKE Fiiled May 12, 1945 14' - X}, 4 Sheets-Sheet 2 J 1% 19 � If? j �MM . ' Louis ~ lr/azzerzzszazzen F Dec- 3, 1946p 1.. G. MILLER ET AL 2,411,974 CAB BRAKE Filed May 12, 1943 > . ? 129.10. , 141/1 E? 4 Sheets-Sheet '4 X6,? I l l . "lull ?tun Patented Dec. 1.946 V g ? ? 2,411,974, iRATENTQOFHCE ? lumen � STATES2,411,974? CAR BRAKE ~ Louis G. Miller and Walter? Static-r, Bethlehem, Pa., assignors to Bethlehem Steel Company, a ' corporation of Pennsylvania . . Application May 12, 1943,,Serial No. 486,628? 9 ?Claims. (01. 188----55)~ ? .4 1 . 'Fig. 6 is-a detail ?view of the brake equalizer bar and connecting parts adjacentithereto. ? ? vFig. 7 isa detail section taken on the line "l-?_1 'This invention relates ~tovbrakes for? trucks used .with industrial cars generally? and in particular to ,mine carSof the large capacity type carried on a plurality vof'independ'ent trucks; ofjllfigi?. Y? "Due to'the modern trend 'toward mechanized 5 ' mining and long hauls ?from loading to unload points, it has become necessary for economical operation to- utilize large capacity cars carrying ' 4? , '~ ~ ' Fig.8 is adetail-section taken on the line 8?8 Eo?Fig. 6.~ ' -v~ '_ i i. y g 7 Fig. 9' is a? detail ?showing the clevis connection and. adjacent parts at one end of the operating in the neighborhood of ten tons or more of coal Fig. '10' illustrates a? modi?ed form of operating 'or' other material. In attempting to buildI large 10 lever of bell crankishapepivoted to the end-of ?capacitycars, it has been found impossible to merely'enlarge the presenttype of car, for to do the car. ? p w? . Fig. 11 is a detail section taken on the line so produces an unwieldy car of excessive weight ll-ll ?of Fig. 10, and Fig. 1'2'is a detail section and a car which isincapable of ? negotiating the ~ sharp curves occurring inthe mines. It is an ,15 taken'on the line |2--|2 of'Figilll. ? ' lever. - ?I ? ? ' f-Referring to the'accompanying drawings and object, therefore, of the present invention to provide a brake'for atruck'for large capacity cars? - offthis'type with independent trucks at eachiend ?rst to Figs. l-to 9 inclusive the two side frames -'of"the truck, which'are?i of similar construction, ~ar'eforrned?of rolled plate sections cut-in the de- . of the car. : ' ' . alt is therefore a primary object ofv this invention 20 sired-?shape and welded together. Each consists of? a pressed Z-shapedsid'e frame member l'of to provide for vehicles and particularly. for mine cars, a braking mechanism which will be, simple ~ considerable depth having a vertical web' 2 with the top'?ange 3 'extending outwardly?and the of construction," easy andtsafe of operation and ? ?bottom ?ange 4, inwardly and parallel ?with the '25 top flange? 3? throughout its length. The bottom Another object of ?our invention is to equally distribute the braking force to all the wheels in ?anges 4? of the? two side frames support the ends of a centrallydisposed spring plank 5 of channel positive in its action in applying thebraking force to each wheel. the truck. . i ' ,l. v I shapev andv connects the side frame members together at this point. f The lower portion of the ends of each zeshaped side'frame member is cut away asat 6 and the Y. . Afurther object of our invention relates'to the manner of o?setting the ends of the brake beam and connectin'g-thebrake?levers, and brake shoes :together instead of supporting them'individually as is the usual practice. > - I . web 2 recesse'd'as at 1. Each recess is adapted to receive an inverted U-shaped bearing box 8 > for the axles 9, These inverted U-shaped bearing . With the foregoing and other objects ineview, ' the invention will/be more fully described here 35 boxes 8 have one leg I ll longer than the other and are weldedrto the web 2 and thebottom ?ange 4 of the side frame and are adapted to straddle the axles 9 andtie the ends of- the side frames'and axles together and transmit the load to the axles. These bearing boxes 8 each havea bottom tie 40 ?plate ll welded'to the legs so that in case of de railment? the axles'will not become disengaged from the side frame. Each bearing box 8? and inafter, and will? be more particularly pointed ?out ' ? in the appended claims. - 7- ~_ . Having thus givena general description of?the objects of our invention, we will now in order? to make the same more'clear, refer to the accom panying four sheets of drawings, forming a part of this speci?cation and in. which like characters of reference indicate like parts. ' . Y I :. ', '_ . web 2- of. the side frames are further reinforced Figure l is a top plan view of a? truck with?o'u?r improved brake mechanism applied thereto illus '45 by means of vertical and longitudinally extend trating Fig. 2the is aapplication side elevation? of our of the invention. truck and I brake ' . mechanism show?nvin Fig.1.: '_ Fig. 3 is an enlarged detail section taken on the line 3-3 of Fig. 4._ 1 " 'Fig. 4 is an enlarged detail section; taken'on the ing plates I2 and [3 respectively. . Adjacent to the center of each side frame ver tically inwardly'extending plate members l4 are ' ? vplaced-on each side of the bolster l5 and spring 50 plank_5. These vertical inwardly extending plate members I4 have a ?anged topportion l6 and are v'welded tothe side frames and are adapted totake line � Fi'g?j5 4-4 illustrates of Fig. 2.~ a horizontallyinclinedoper > I '1 ' r vating lever and connections'mounted on the?end of the car which is indicated in dotted lines; ? the'side thrusts of the bolster l5 and the spring plank 5 and maintain the truck in alignment. 55 The ?plate members l4 form column guides for ?2,41 1,974 1 3'5 3 4 the ends of the bolster and are further provided with wear plates I? for this purpose. As shown in Fig. 2 the axles 9 are adapted to have a slight vertical movement in the bearing vided with a, tooth 59 for engaging a rack 60. As indicated in Fig. 5, the operating lever 51 is shown in full lines in the raised position as it will be when the brake is released, and to insure that the operating lever will be held in this posi tion a projecting rivet 6| is secured to the car end wall as is the usual practice. When it is boxes 8 and the wheels I 8 are mounted on the ends of the axles at the outer sides of the side frames as indicated in Fig. 1. desired-to set the brakes the operator grasps the The brake beams>�-|9? each consisting/of round ?handle 62. of. the lever} andiim?anually' raises it bar having.their?iends'o?set asv at'ZUand extend ing through elongated openings 2| in the webs of 10 slightly and then moves it laterally to clear the rivet head or until it engages the keeper 63 and then swings said lever downwardly until it as for the horizontal movement of the brake beams "sumes the position indicated in dotted lines. the vertically inwardly extending plates I4 are cut out as at 22, and the horizontally vlongituldiev V vWhen the brakesware set the spring 54 will be the side frame members and to allow clearance ' extendedwhereby the brake shoes will be held nally extending stiifening.plates,_ l3; prevent ,te' resiliently in contact'with the treads of the wheels. In Figs. 10 to 12 inclusive we have shown a The offset ends 20 of the brake beams H! ex; _ modi?ed form of operating lever 64 of bell crank tend beyond the outer sides of" truck ?frame mem shape pivotally attached to the end of the car bers ! and are pivotally connected directly to the . brake levers and brake "shoes. ' 20 as at 65, having a tooth 66 for engaging a rack 61. In this construction we have used an addi It will beunderstood that the linkage associ tional guide sheave .68 for the chain 5|. In this ated therewith is similar on each side of the modi?cation the braking force will be applied truck and a description of one set will apply to horizontally on the operating lever which might both. The brake shoes ?23 are pivotally secured brake beams l9 from turning. : - ion; the ends of the'brake beams and arefurther 25 be preferred in some cases,? insteadof vertically supported by means of brake hanger links,? as indicated in Fig. 5, otherwise the operation is substantially the same as described for Figs. l-to :which are pivoted at ?their lower ends as at 25'to 9 inclusive, and the same reference numerals will the- brake shoes and have their upper ends ?piv oted as at 26 to L-shaped brackets 21 which are apply; thereto. _ ? welded tothe top ?ange 3 of the sideframe mem ?Although we have shown and described our yberv |. The ends-of each of the brake'beams are also provided with a washer 28 and cotter-pin 29 invention in considerable detail, we do not wish to be limited to the exact'and speci?c details for retaining the brake shoes, in position. shown and described,,but may use such substi tutions, modi?cations or equivalents thereof, as are embraced within the scope of our invention or as are pointed out in the claims. Having thus described our invention what we .claim as new and desire to secure by Letters Pat , _ "The live and deadibrake levers 3|] and _3_| respec tively are held spaced relation with the brake shoes ?23, by sleeves ?32 and the web 2 of the side frame members lby means of sleeves 33._ A link l34'having a .U-shaped end 35, is-pivoted by means of a pin 136v- to,;the upper end?, of the dead brake :lever 3|, whilethe opposite straight end of said link 34 is attached toga pivotal bracket 31 which is secured to, the web? 2 of the side frame I. ent is: 40 . 1. In a brake rigging for railway car trucks having side frames and two pairs of wheels, a brake beam at one side of each pair of wheels extending through and supported by said side , vThelow'erends of the live and dead?brake levers are jconnectedtogether by means of a coupling frames, a brake lever and brake shoe having bar, v38 whichis pivotally attached thereto. A ? their central portions mounted directly on each .clevis '39, is pivoted to ithe'upperrend of the live' extending end of the brake beams at opposite ;_bral<e_-lever. ,30 which is pivoted-t0 one endof a brake I equalizer bar 49. outer sides of the truck frame, means for directly connecting the lower ends of the brake levers to gether on each outer side of the truck frame, and This brake equalizer bar extends through slots 4| in thewebs 2 of the side framesqand has its opposite end pivotedinl means connected to the upper end of one pair a similar manner to the top of the live- brake lever. on the ppposite side of the truck, and this brake equalizer ?bar is further supported on wear of brake levers for actuating the brake levers. 2. In a brake rigging for railway car trucks having side frames and two pairs of wheels, a brake beam'disposed adjacent to the inner side of each pair of wheels extending through and supported by said side frames, a brake lever and plates 42secured to the webs 2 of the side frames adjacent to the slots 4|. The central portion of? the brake equalizer bar 48 is formed with an arc shaped track 43 engaged by a roller 44 mounted brake shoe having their central portions pivotally between the ends of, a pair of links 45 forming mounted directly on each extending end of the ve, pullrod, said pair of links having their opposite brake beams at opposite outer sides of the truck ends pivoted tothe intermediate portion of a 60 frame, a coupling bar directly connecting the swinging lever 48 which is pivoted at its inner lower ends of'the brake levers together on each end asatll?l to a U-shapedbracket 48 connected outer side of the truck frame, and means con to the car underframe, while the outer end of nected to the upper end of one of the brake levers the swinging?lever 4,5 is formedwith a hook 49 ?on each side of the truck for actuating the truck -to engage?a guide'plate 56 which is also attached Y? to the car underirame; One end .of a, chain 5| 3. In a brake rigging for railway car trucks .isattached to the swinging lever 46 at a point having side frames and pairs of wheels, a brake ? ibeneaththe guide plate 50 by means of a pin 52. beam disposed adjacent to the inner side of each :Thecha-in 5 |, passes over a guiding sheave 53 and extends to the, end of the car having its opposite-.1 pair of wheels extending through and supported by said side frames, a brake lever and brake shoe end; attached togone end ?of, a. helicalspring 54, having their central portions mounted. directly which has its opposite end-attached to a clevis on each extendingend of the brake beams ad 55, pivotally attached as at 5'6 to a horizontally levers. inclined operating-lever 51. This operating, lever 51 is pivotedtoithenar end as. at 58-. andiis pro. , . jjacent to the outer surface of the side frame . .75 members, and an equalizer bar pivoted to and 2,411,974. ' r . 6 5 oted vcentrally in spaced relation to each other directly on the offset extending end portions of one brake beam adjacent to the outer faces of the connectingthe upper ends of a pair of brake levers having means for actuating the break levers. 4. In a railway brake, a truck frame, two pairs of wheels? located beyond the outer sides of the truck frame for supporting said truck frame, U! side frames, a live brake lever and a brake shoe pivoted centrally in spaced relation directly on the offset extending end portions of the other brake beam, a bar pivotally attached to the lower ends of the dead and live brake levers on each outer side of the truck for connecting said brake brake beams having their endsextending through? the sides of the truck frame and disposed adja cent to the inner side of each pair of wheels, a dead brake lever pivoted centrally directly on each extending end portion of one of the brake 10 levers together, a link pivotally connected to the top end of each dead brake lever and the other beams on each outer side of the truck, a live brake end to the truck frame, a brake equalizer bar lever pivoted centrally directly on each extending extending through the side frame and supported end portion of ?the other brake beam on each outer therein connecting the top ends of the live truck side of the truck, a bar directly connecting the lower ends of the dead and live brake levers ?on 15 levers together, an operating lever for actuating the brake mechanism, a ?exible connection be each outer side of the truck, a pivotal connec tween the operating lever and the brake equal tion between the top end of each dead lever and izer bar, a sheave for guiding the ?exible con the truck frame, a brake equalizer bar extend nection, and resilient means interposed between ing through the truck side frames and supported therein having an are shaped track connecting 20 the ?exible connection and the operating lever. 8. In a brake rigging for railway car trucks the top ends of the live brake levers, a pull rod having side frames and two pairs of wheels, a brake beam mounted adjacent to the inner side , of each pair of wheels, said brake beams having having a roller mounted at one end for engaging the are shaped track of the brake equalizer bar, a swinging lever pivotally attached to the other end their end portions extending through and sup ported by the side frames, a brake lever and a of the pull rod, and an operating lever having a ?exible connection with the swinging lever for brake shoe head having their central portions actuating the brake mechanism. pivotally mounted directly on each extending end portion of the brake beams at the opposite outer each side of the truck, two pairs of wheels mounted adjacent to the outer side of the truck 30 sides of the truck frame, means for directly con necting the lower ends of the brake levers toe side frames, a brake beam extending through the 5. In a railway brake, a truck sideframe at ' gether on each outer side of the truck frame, an side frames 'disposed adjacent to the inner side equalizer bar mounted between the pairs of wheels of each pair of?wheels, a dead brake lever and having its ends extending through slots in the a brake shoe mounted directly on the extending end portions of one of the brake ?beams outside 35 side frame and supported therein, clevis mem bers connecting the ends of the equalizer with a , the truck frame, a live brake lever and brake . pair of brake levers, and means connected to shoe mounted directly on the extending end por tions of the other brake beam outside the truck ' the equalizer bar for actuating the brakemech~ anism. ' frame, a direct connection between the lower ends 9, In a brake rigging? for railway car trucks of the dead and live brake levers at each side of 40 having side frames and two pairs of wheels, a the truck, a pivotedlink connection between the top of each dead truck lever and the side frame, a _ brake beam mounted adjacent to the inner side brake equalizer bar extending through the side frames and supported therein comiecting the up of each pair� of wheels, said brake beams having their end portions extending through and sup brake beam extending through and supported by the side frames disposed adjacent to the inner pivotally mounted directly on each extending end portion of the other brake beam at the opposite extending through the side frame and supported therein connecting the top ends of the live brake therein, 'clevis members connecting the ends of per ends of the live brake levers, and an operating 45 ported by the side frames, a dead brake lever and ' i a brake shoe head having their central- portions lever having a flexible ?connection extending to pivotally mounted directly on each extending end the brake equalizer bar for actuating the brake . portion of one brake beam at the opposite outer mechanism. sides of the truck frame, a live brake lever and 6. In a brake rigging for railway car trucks a brake shoe head having their central portions having side frames and two pairs of wheels, a outer sides of the truck frame, a bar for con side of each pair of wheels. a dead and live brake necting the lower ends of the dead and live brake lever mounted centrally directly on the extend ing ends of the brake bea-rns at each outer side of 55 levers together on each outer side of the truck frame, a pivoted link connection between the top the truck frame, means for directly connecting the of each dead truck lever and the outer side of the lower ends of the dead and live brake levers on truck frame, an equalizer bar mounted between each outer side of the truck frame, a pivotal link the pairs of wheels having its ends extending connection between the top of each dead truck lever and the side frame, a brake equalizer bar 60 through slots in the side frame and supported the equalizer bar with the pair of live truck levers, an operating lever for actuating the brake mechanism, a ?exible connection between the op erating, lever and the brake equalizer bar, a sheave for guiding the flexible connection, and levers together, and an operating lever having a ?exible connection extending to the brakeequal izer bar for actuating the brake mechanism. .7. In a brake rigging for railway car, trucks v having side frames and two pairs of wheels, a brake beam extending through land supported by the side frames havingo?setend portions dis posed adjacent to the inner side of each pair of wheels, a dead brake lever and a brake shoe piv resilient means? interposed between the ?exible? connection and the operating lever. 70 LOUIS G. MILLER. WALTER H. STA'I?LER.