Improved Apparatus for Attachment to Railway Vehicles for Supporting the same in Cases of Accident, and for Applying the Brakes.
Year: 1891

page_text: Date of Application, 17th July, 1891-Accepted, 7th Nov., 1891
COMPLETE SPECIFICATION.
Improved Apparatus for Attachment to Railway Vehicles for
Supporting the same in Cases of Accident, and for Applying the
Brakes.
I, ROBERT JOHN SPEARING, of Sherbrooke, in the County of Sherbrooke,
Province of Quebec, Dominion of Canada, do hereby declare the nature of this
invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:-
The object of my invention is to provide a safety attachment for railway car
trucks, that will prevent cars from being wrecked by such accidents as a broken
wheel, axle, or equalizing bar, or by running off an open switch, jumping the track,
and broken or spread rails.
The device consists of a support forming a double shoe of such a form and strength
as will enable it to take the place of the wheel and support the truck in case of
accident to the running gear or track, and cause the instantaneous setting of brakes.
The main shoe which runs about 2" above the rail is provided with a device
inserted in its lower face which is connected to and arranged to automatically set
any form of simultaneous brakes by coming in contact with the rail, and a flange
similar to the flange of wheel which is in line with same, and in the event of climbing
the track owing to a broken flange, or wheel, it comes in contact with the inside of
the rail and prevents the wheel from leaving the rails.
In the event of a broken wheel or axle, the shoe supports the truck, and the
flange prevents its slewing and crossing the track, while the brake device by contact
with the rail causes the brakes to be set on the whole train.
With a broken equalizing bar both shoes on that side drop on the rail, support
the truck and instantly set the brakes.
In the event of rails spreading, the face of main shoe being wider than the tread
of wheel, drops on the rail, sets the brakes, keeps the wheel clear of the ties and
gives it a chance to remount.
The second or auxiliary shoe extending inwards from the main shoe with a flange,
the lower edge of which is slightly higher than the lower face of main shoe, is to
support the truck in the event of running off an open switch, or jumping the track;
the auxiliary shoe taking the place of the wheel that is outside of the track while
the broad face of main shoe on the other side rests on the rail and sets the brakes.
When the attachment is fitted to freight or other cars without simultaneous
brakes, a torpedo is inserted instead of brake attachment to give alarm to the train
men of an accident, the shoe meanwhile supporting the truck.
The general form of main and auxiliary shoe is designed to allow it to run
through frogs or switches, enabling the train to reach a station or siding after an
accident, and leave the main line clear to traffic.
The aim of my invention is to provide safety for a train by instantly setting the
brakes and supporting it during the critical period after an accident while the
brakes are stopping, and it is fully described in the following Specifications and
accompanying drawings where the different forms of the devices are illustrated in
which:
Figure 1 is a side elevation of a freight car truck, provided with my safety
attachment.
Figure 2 is a transverse elevation of the same.
Figure 3 is a part section and part elevation of the valve connecting with air-

page_text: Figure 4 is a detailed section of a spring-catch.
Figures 5, 5 and 5" are elevations of shoe and brake device as applied to a
passenger car truck.
Figure 5 is a detail enlarged and partly in section of the same.
Figure 5" is a plan of the steel plate cut ready to bend to form a support for the
devices shewn in Figure 5.
Figure 6 is a detailed plan view of the anchor plates of same.
Fi
igure 7 vértical section of shoe through torpedo and U-bar.
Figures 8, 8 and 8" are inverted plan views of shoe of passenger car.
Figures 9, 94, 98 and 9° are side elevations of same.
Figures 10 and 10 branch pipe and frangible stop.
Figure 11 is a spring key to fasten the frangible stop in position.
Similar letters of reference indicate like parts in the several figures.
The shoe C and CB has upward curved ends, so as to slide along the rails without
engaging with ends of rails at joints, and to pass over frogs and switches.
The sides of the aperture and the head F' of the tripping rod are rounded off at
the lower angles for the same purpose.
The flange C of the main shoe is designed to take the place of the broken flange
of wheel and is carried in the path of same, and extending down a little below the
top of the rail in position to prevent derailment in case of broken flange, wheel,
axle or equalizing bar. The auxiliary shoe C8 taking the place of the wheel
derailed, its flange C keeping the truck in line and prevents its slewing.
The standards C¹, C² and Care made with or secured to the strips C, as in
Figure 1, or to the car body, as in Figure 9B, or bolted to the equalizing bar as in
Figures 9 and 94, carry at the lower ends, the main and auxiliary shoe, C₁ and Ca
affording a strong combination, sufficient to carry the car in safety along the track.
The main object of this invention being to automatically set the brakes, the shoe
just described is necessary to carry and protect the brake device which I prefer to
insert in an elongated form at right angles with the rail, covering sufficient space
and projecting sufficiently below the surface of the shoe to ensure contact with the
rail as the shoe comes upon the rail, thereby opening the valve E³ to air-brakes by
means of tripping rod Fand differential lever F, pivoted at F³.
On some freight trucks, as in Fig. 1, I prefer to form the tripping rod with
angles, in order to reach the lever F by, vertical movement of the upper end of
the rod.
I employ the principle of a differential lever F", pivoted at a point Fs, so that a
slight upward movement of the rod F will move the check E' of the valve to set the
brakes quickly.
The spring F is employed to hold the tripping rod down in position with such
force as to prevent its being moved upwards by any less force than the weight of
the car.
The elliptic spring F' supports the lever F" in place, and keeps the valve
securely closed.
The spring F, when in normal position, rests on the side of the lever F";
(Fig. 4); in case of accident when the lever moves downward, it springs inward,
thereby holding the valve open and brakes set until relieved by the train men.
The pin hole at F, in the lever F" is elongated to allow the pin connecting with
the valve rod E¹ to have lateral play required to allow vertical movement of rod E',
connected with levers F and F by a round pin in elongated aperture in the
levers F and F and in the stem E' (see Figure 3) this form of aperture serves
to provide for the movement in the levers F and F and obtain vertical movement
for the rod E¹.
Fastened to the truck timber as in Fig. 2 or to the beam G³ as in Fig. 5, the
guide F secures the tripping rod F in place, and limits the upward movement of
the tripping rod, which has a collar, or pin F projecting at the distance below the
guide required for the upward movement of the rod F.
To firmly secure the beam. G³ to the equalizing bar L, to hold the

page_text: standards C, C and C in position by bolts Go and G", and prevent sliding on
the equalizing bar, I have devised the anchor plate G, (Figure 5) which having
an angle formed to fit the angle in the equalizing bar L and the U-bar G
embracing the equalizing bar above the angle, secures the plates K and G,
standards ("", C2 and C³, shoe C' and beam G firmly in place.
In order to provide support for the arms of the standards C' and C³ carrying the
shoe C and the brake derice, I introduce the tie-bean G³, extending across the
truck of passenger cars from one equalizing bar to the other, and firmly secured to
each by means of the anchor plates K and G, as shown in Fig. 5.
The beam G also serves to prevent swaying of the equalizing bars, as the weight
of the car comes upon the shoe.
It will be understood that one tie-beam G³ and one valve will be required for
each pair of wheels in a passenger car truck.
When the device is used on cars without simultaneous brakes, in order to apprise
the train men or passengers of accident, I employ a torpedo H, located in a recess
in the lower surface of the shoe, C, as shown in Figs. 7 and 8, and held firmly in
place and exploded by the U-bar H¹, which is made to cover sufficient space to
insure contact with the rail.
After the explosion of the torpedo, the U-bar H' is quickly drawn up and held
in the recess by means of elliptic spring H', placed on the top of the shoe.
A stop-cock O is inserted between the main air-brake pipes and the T-branch O*
from which a rubber tube O" leads to the brake device as shown in Figs. 5ª and 5³,
in order that my brake mechanism of any truck may be disconnected when desired.
Owing to the construction of some cars, or for other reasons, I prefer to extend
a branch from the main pipe to the top ends of the tripping rods F, F, and close the
ends of branches with frangible stops, placed directly over the tripping rod, so that
the upward movement of the rod will break the stops, open the branch air pipes O*
and set the brakes.
The stop O is secured on the pipe O' and O" which is fastened to beam by
clips O and made air tight by the rubber washer O', and coupling O', (Figure 54).
In order to dispense with the tripping rod F, I prefer, in some cases, to extend
the air pipe to the shoe C, and locate the elongated frangible stop O, shown in
detail in Fig. 104, in the place of the tripping rod, in the lower surface of the
shoe C, to be broken as the shoe comes upon the rail, and instantaneously set the
brakes.
Figs. 54, and 94 is a side view of a modified form of Figs. 5 and 9 made with a
corrugated face as in Fig. 84, forming an aperture for the air pipe connection O'
which terminates in a hollow elongated frangible stop O projecting as shown in
Fig. 5 and 94 below the face of the shoe C to be fractured by contact with the
rail in case of accident.
Fig. 84 is an inverted plan and section of the corrugated shoe C and C³ with
flanges C and Co. Figs. 10 and 11 are details of frangible stop ☐ and key for
locking same in shoe.
In all cases where air brakes are used the pipes are connected together in a
single branch.
Figs. 5, 5 and 9c represent a form of the apparatus in which a roller C*
and C with flanges C' and C corresponding to the face of main and auxiliary
shoes is held in a frame C and C* consisting of a strong plate of steel bent to
form a hearing connecting the equalizing bars to the beam G and supporting the
roller on a strong steel bar C which is passed through and keyed in the frame
and allows the roller to revolve when dropped on the rail by an accident.
The air brake system as in Fig. 54 and 94 is carried to a frangible stop O
placed over flange of roller and broken by contact of roller with rail either by
revolving or being forced upwards on the inner end.
The whole of the apparatus in its several forms, is especially designed to connect
to any of the present styles of running gear or track, without making any changes
in the same or interfering when changing wheels &c.

page_text: Having thus described my invention, what I claim and desire to secure by
Letters Patent, is as follows:-
1. In combination with a car truck, a standard carrying a main shoe having a
single flange as and for the purpose described.
2. In combination with a car truck, a standard and main shoe, an auxiliary shoe
having a flange on its inner side as described.
3. In combination with the equalizing bars of a car truck, the tie beam as and
for the purposes described.
4. In combination with the equalizing bars of a car truck and tie beam, the
standards as and for the purpose set forth.
5. In combination with the main and auxiliary shoes and tie beam, a tripping
rod, differential lever and valve as described.
6. In combination with tie beam, safety shoe and tripping rod, an air branch
pipe and frangible stop as set forth.
7. In combination with equalizing bars and tie beam, and standards, a cylindrical
shoe and automatic brake device as and for the purpose described.
8. In combination with equalizing bars, tie beam and standards, a safety shoe
having an automatic brake device inserted in the lower face as and for the purpose
described.
9. In combination with a car truck, a system of air brake pipes terminating in
frangible stops.
10. In combination with a car truck and brake device, a flexible or jointed tube
having a single stop-cock, as and for the purpose described.
11. In combination with a safety shoe and automatic brake device, a frangible
stop as and for the purpose set forth.
12. In combination with equalizing bars, tie beam and standards, the U-bolts, as
and for the purpose described.
13. A system of branch pipes extending from main air brake pipe to and held in
position over the rail to be broken by direct contact with rail as described.
Dated the 17th day of July 1891.
G. F. REDFERN & Co.,
4, South Street, Finsbury, London, Agents for the Applicant.