US1120607A - Means for supporting railway train-pipes. - Google Patents

Description

I. S. DOWNING.

MEANS FOR SUPPORTING RAILWAY TRAIN PIPES.

APPLICATION FILED DEG.31,1913.

1 1 20,607, Patented Dec. 8, 1914.

2 SHEETS-SHEET 1.

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lV/TNESSES:

I. S. DOWNING.

MEANS FOR SUPPORTING RAILWAY TRAIN PIPES.

APPLICATION FILED DEC.31.1918.

1,1 20,607, Patented Dec. 8, 1914 2 SHEET$-SHEET 2.

N In. i 35/3? STATE PATENT @hhllQE.

IRA. S. DDWIIING, F INDIANAPOLIS, INDIANA, ASSIGNOR TO WALTER P. MURPHY, 015' CHICAGO, ILLINOIS.

MEANS FOR SUPPORTING RAILWAY TRAIN-PIPES.

mentor.

Specification of Letters Patent.

Patented Dec. 8, 1914.

original application filed may 1, 1912, Serial No. 694,4];32 Fiivided and this application filed December 81,

To all whom it may concern Be it known that I, IRA S. DOWNING, a citizen or the United States, residing at Indianapolis, in the county of Marion and State of Indiana, have invented certain new and useful Improvements in Means for Supporting Railway Train-Pipes, of which the following is a specification.

My invention relates to railway car train pipes and means for attaching the same to the cars.

One of the principal objects of the invention is to provide a suitable and inexpensive device for positively engaging a railway car train pipe. at or near its extremity for EX- ample, and firmly and rigidly anchoring the same to the under frame of the car so that the pipe cannot shift in the directionof its length. It has been customary to support train pipes on hangers which take a fr ctional or impositive grip on the pipe, with the result that the inertia of the pipe, when the train starts or stops, or when the car is bumped against another car in making up a train, causes the pipe to slip in the hangers shift in the direction of its length. This frequently breaks the connection between the train pipe and the air reservoir and 1S objectionable for other reasons apparent to familiar with the operation of railway trains. My invention prevents this longitudinal shifting of the train pipe.

A further object of the invention is to provide a device of this sort which, though supporting the train pipe at or nearits, entremitin order to minimize the leverage on LilE connection of the coupling, may be attache-d to one of the longitudinal sills of the car instead of to the end sill. It. is customs having wood end frames, be-

t the end sill is likely to if the train pipe is secured the pipe or the parts conare likely to be bent or or object of the invention is to not a device of this character soas to adjustable for cars of different con- Y1ill3i1, for example so that the identical 4 "sad upon cars in which is are at di'derent distances Serial No. 809,735.

from the prescribed position of the train pipe; the distance of the train pipe from the longitudinal median line of the car being the same for all cars equipped under the requirements and regulations of the Master Car Builders Association.

The invention has for further objects such other new and improved arrangements, con-- structions and devices relating to train pipes and means for securing the same to cars as will be hereinafter described and claimed. I do not, however, claim in this application broadly the expedient of dividing the train pipe into lengths or sections, joining the sections together by coupling elements and anchoring the coupling elements positively to the car, as this invention is claimed in my application Serial No. 694,418, filed May 1, 1912, of which the present application is a division.

The invention which is sought to be pa ented herein is. illustrated, in certain preferred embodiments, in the accompanying drawings wherein Figure 1 is a fragmentary plan of the end of the under frame of a railway car having attached thereto a device for supporting the train pipe constructed in accordance with the invention; Fig. 2, a plan view of the device on a largerscale with the under frame of the car in part broken away; Fig. 3, a longitudinal sectional view of the parts shown in Fig. 2; Fig. 4C, a detail, in perspective, of the adjustable coupling element; Fig. 5, a view similar to Fig. 3 showing a modified construction; Fig. 6, a sectional View taken on line 66 of Fig. 5, and Fig. "5, a detail, in perspective, of the coupling element forming part of the device shown in Figs. 5 and 6.

Li e characters of reference designate like parts in the several figures of the drawii Referring first to Figs. 1 to 4 inclusive, 1O designates the end sill of a railway of wood construction and 11 the longitudinal sills. The train pipe comprises two pipe sections 12, 19;", to the latter of which. the anglecock 13 is secured.

1e designates a bracket secured to one of the longitudinal frames 11 by suitable means, for enarnple, the bolt The br clret is provided with a forwardly projecttends under the end 11g part 16 which 0 is termed noria posed, preferably channel-shaped member 17 that lies transversely of the car and is perforated with the bolt holes 18 The extremities of the pipe sections 12, 12 are threaded and screwed into a coupling element 18 (Fig. 4) which is formed with a base 19 adapted to fit into the channel of the transversely extending member 17 and formed with bolt holes 20. The coupling element is secured to member 17 by bolts 21. Its position on the member 17 may be varied in accordance with the distance between the train pipe, the position of which relative to the longitudinal median line of the car is uniform for all cars, and the sill to which the bracket is secured.

In Figs. 5 to 7 inclusive the construction is modified so that the angle cock abuts against the coupling element. In this construction the forwardly projecting portion 22 of the bracket 23 is longer than the corresponding part of the bracket 14: just described. The bracket is provided with a transversely extending channel-shaped member 2% in which is seated a coupling member 25, the latter being preferably adjustably positioned as in the other construction. The train pipe comprises a section 12*, the extremity of which is screwed into a threaded opening in one side of the coupling member, and a short section 12 threaded at the outer end for the angle cook 13 and at its inner end so as to be screwed into the threading of an interior web 26 of the coupling member; the intent being that the section 12 should be short enough so that the angle cock can be screwed up against the coupling member 25. The arrangements just described besides rigidly anchoring the end of the train pipe to one of the longitudinal sills of the car frame does away entirely with any overhang of the train pipe. The stress exerted on the angle cock by the weight of the hose and coupler heads and by the tautening of the coupling when the train rounds a sharp or reverse curve, is transmitted to the supporting bracket, which can be made as strong and heavy as necessary instead of being exerted against the train pipe.

While I have described my invention in certain preferred embodiments modifications might be devised without departure from the principle of the invention. Therefore l do not wish to be understood as limiting the invention to the particular constructions, arrangements and devices shown and described except so far as the same are made specifically limitations in certain of the claims hereof.

I claim:

1. The combination with the under frame of a railway car comprising longitudinal sills and end sills, a train pipe, means for attaching the train pipe to the under side of the bar comprising av bracket secured to one of said longitudinal sills near the ex: tremity thereof which projects outwardly under the end sill, and engaging means for said train pipe on the projecting portion of said bracket.

2. The combination with the under frame of a railway car comprising longitudinal sills and end sills, of a train pipe, means for attaching the train pipe to the under side of the car comprising a bracket secured to one of said longitudinal sills "near the extremity thereof which projects outwardly under the end sill, engaging means for said pipe, and means for adjustably anchoring said engaging means to the projecting portion of said bracket.

3. The combination with the under frame of a railway car comprising longitudinal sills and end sills, of a train pipe comprising two pipe sections and means for attach ing the train pipe to the under side of the car comprising a bracket secured to one of the longitudinal sills near the extremity thereof which projects outwardly under the end sill, and a coupling element on the projecting portion of said bracket with which said pipe sections have a threaded engagement.

4. The combination with the under frame of a railway car comprising longitudinal sills and end sills,,of a train pipe comprising two pipe sections and means for attaching the train pipe to the under side of the car comprising a bracket secured to one of the longitudinal sills near the extremity thereof which projects outwardly under the end sills, a coupling element with which said pipe sections have a threaded engagement, and means for adjustably anchoring said coupling element to the projecting portion of said bracket.

5. The combination with the under frame of a railway car comprising longitudinal sills and end sills, of a train pipe comprising two pipe sections and means for attaching the train pipe to the under side of the car comprising a bracket secured to one of the longitudinal sills near the extremity thereof which projects outwardly under the end sill and is formed with a channel-shaped member extending transversely of the car, a coupling element with which said pipe sections have a threaded engagement, and means for adjustably anchoring said coupling element to said channel-shaped member.

6. The combination with the under frame of a railway car comprising longitudinal sills and end sills, of a train pipe comprising two pipe sections, a bracket secured to one of said longitudinal-sills, a coupling element with which said train pipe sections have a threaded engagement, and means for anchoring said coupling element to said bracket at different positions thereon.

the

T3: 9 h G or .1, railway car comprisin longitudinal sills and end sills, of a train pipe section, a

bracket secured to one of said longitudinal sills near the extremity thereof, a coupling element on said bracket with which the end of said train pipe section has threaded engagement, an angle cock, and a short pipe section which connects the angle cock with the coupling member so that the former bears against the latter.

9. The combination with the under frame of a railway car comprising longitudinal sills and end sills, of a train pipe section, a bracket secured to one of said longitudinal sills near the extremity thereof and project ing outwardly under the end sill, a coupling element on the forwardly projecting portion of said bracket with which the end of the train pipe section has threaded engagement, an angle cock, and a short pipe section which connects the angle cock with the coupling member so that the former bears against the letter,

10. The combination with the under frame of a railway ear comprising longitudinal sills and end sills, of train pipe section, a bracket secured to one of said longitudinal sills near the extremity thereoi and having a member entendins' transversely of the car, a coupling element with which the end of said train pipe section has threaded engage ment, an angle cock, at short pipe section which connects the angle cock with the coupling element so that the former bears against the latter, and means for anchoring said coupling element to the transversely ex tending member of the bracket at different positions thereon.

11. The combination with the under frame of a railway car comprising longitudinal sills and end sills, of a train pipe section, a bracket secured to one of said longitudinal sills projecting forwardly under the end sill and formed with a member extending trans versely of the car, a coupling element with which the end of said train pipe section has threaded engagement, an angle cock, a short pipe section which connects the angle cock with the coupling element so that the former bears against the latter, and means for anchoring said coupling element to the transversely extending member of the bracket at difi'erent positions thereon.

IRA S. DOWNING.

Witnesses:

L. F. Drnonniann, L. F. MALCOLM.

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