MXPA98000393A - Side frame of railway truck frame with internal nerve in the infer member - Google Patents

Abstract

The present invention relates to a side frame for use in a rail car frame, the side frame characterized in that it comprises: a longitudinally extending elongated upper compression member, two end sections each extending longitudinally from one end of the leg member; superior compression and each forming a pedestal jaw, two diagonal tensor members each extending in the acute with the upper compression member from near the compression end, a lower member extending longitudinally and joining the limbs of the upper limb. diagonal tension at a lower end of each diagonal tension member, two column members longitudinally spaced apart from each other and extending vertically between the lower member and the upper compression member, the lower member and the adjacent diagonal tension members are generally hollow, the lower limb comprises u a top wall, a bottom wall and two side walls connecting the top wall to the bottom wall, the bottom member also comprises four support ribs, each support rib extends vertically between the top wall and the bottom wall, and each rib of support extends longitudinally near the intersection of the lower member and the adjacent diagonal tension member, at a point longitudinally within the lower member, the supporting ribs are provided in laterally spaced pairs, each support rib being laterally located inwardly of a side wall of the lower member, wherein the member includes two central bore holes in the lower wall, each of the central bore holes located laterally between the lateral pairs of lower member and longitudinally close to the joint and of the diagonal tension members and the lower limb, each of the stiffening ribs vertically extended between the upper wall and the lower wall of the lower member from a position along the lower wall laterally between the central bore hole and one of the lateral walls of the lower limb.

Description

SIDE FRAME OF RAILWAY TRUCK FRAME WITH INTERNAL NURSES IN THE LOWER MEMBER DESCRIPTION OF THE INVENTION: The present invention relates to rail car frames and more particularly to side frames of rail car frames having an improved lower member and reinforced. The frames of the freight rail cars usually comprise a three-piece arrangement wherein each frame comprises two side frames spaced laterally from one another. Each side frame includes a centrally located opening for the cross member adapted to receive the ends of a cross member extending laterally between the side frames. The ends of each side frame are aligned laterally to receive a set of wheels which is usually named the pedestal jaw of the side frame. Typical three-piece load rail carriage frames are shown in U.S. Patents 2, 235, 799, 4, 363, 276 and 4, 838, 174. A typical rail side frame comprises an elongated upper compression member that is extends in a longitudinal direction parallel to the rail frame. The side frame also comprises two tension members extending diagonally at an acute angle from near the ends of the upper compression member, a lower member extending longitudinally and joining the lower ends of the diagonal tension members. The upper portion of the lower member is usually referred to as the spring seat of the side frame and is adapted to receive a group of springs on which the ends of the cross member are supported. The crossbar extends laterally between each side frame. It should be understood that the side frame is a unitary cast steel structure, as is the accompanying crossbar. Also, the side frame is a technically made structural member that is mostly hollow for weight saving. With the increase of load of the current load cars of up to 286,000 pounds of gross weight of the vehicle, the structural demands of the rail car frame, and especially the side frames and the crossbar are very severe. The Association of American Railroads (AAR) has set certain standards for freight car frames that depend on its freight service. Such standards include dynamic as well as static test requirements. The static test requirements refer to the steel grade from which the side frames and the crossbar are manufactured. It is desirable for the economy to use the most economical steel grade that meets the load requirements for the service to which the rail car frame is intended. It was noted with the previous reduced weight side frame designs that the maximum static vertical deflection exceeded the limits for grade B steel. Therefore, reinforcement was needed, especially at the interface between the bottom or bottom member and the members. of adjacent diagonal tension of the lateral frame. Several methods are possible to reinforce the lower member and the tensors themselves, which may be to increase the thickness of the upper, lower and side walls and of the aforementioned members themselves. Other ways to perform the reinforcement could be to increase the radius of curvature of such joints by adding metal to the lower-tensor member link. It is desirable to provide increased strength with minimal or no increase in the weight of the side frames and the frame cross members. Therefore, it is an object of the present invention to provide an improved and reinforced railway carriage frame side frame. The present invention provides a side frame with a reinforced lower member and reinforced diagonal members. A reinforced joint between the upper surface of the lower member and the column member is also provided. All the side frame shown in Figure 2, comprises an elongated upper compression member that extends longitudinally and is parallel to the railroad tracks. It is understood that the frame is a unitary cast or cast steel structure. The two end sections each extend longitudinally from each end of the upper compressing member and form pedestal jaws adapted to receive the supporting end of the axle of the wheel sets. Two diagonal tension members extend downward from near the end of the compressor at an acute angle to the upper compressor member. A lower member extends longitudinally and joins with the other ends of the diagonal tensioners. Two column members are longitudinally spaced apart from one another and extend vertically between the lower member and the compression member. The column members form the opening for the cross member or central opening of each side frame, the upper surface of the lower member is referred to as a spring seat and serves to receive the group of springs on the end of which the cross member rests. With the increase in weights brought by the current load carriers, concerns have been raised about a break, especially at the corner of the interface between each column member and the spring seat. Stress and expiration fractures have occurred in this area which is also referred to as the turn or turn of the spring seat or the corner intersection between the column member and the spring seat. The lateral frame is a technically complex structure that is hollow for the most part. In the cross section, the frame usually in any section may be said to comprise an upper section, a lower section, and two side sections connecting the upper and lower sections. This also applies to the lower member which itself may comprise a top member, also referred to as a spring seat, a lower member, and two side sides that join the other two members. The previous designs of the side frames have included a central support rib which was centrally located on the inner side within the lower member and extended a short distance from the longitudinal center line of the lower member. The present invention addresses the need to strengthen the portion of the area of the spring seat or intersection between the spring seat and the column member. Such strengthening is accomplished by providing internally cast internal ribs that are located inwardly of the outer walls of the lower member, but spaced out laterally from the central support rib. Each of the current support ribs extends from a position near the turn or turn of the spring seat or intersection between the column member and the bottom member to a longitudinally smaller point than the center of the lower member. It can also be said that the support ribs of the present invention extend from the intersection of the diagonal tensioners and the lower member longitudinally to a point less than the center of the lower member. Each support rib has a generally planar structure extending from the upper surface of the bottom wall of the lower member to the upper wall of the lower member. Further strengthening can be provided by increasing the thickness of the joint corner area between the upper surface of the lower member and the diagonal column or member. For a standard wheelbase of 5 feet 10 inches track width, the maximum deflection for a test load of 140,000 pounds is as follows for grades B. B + and C of the steel. Vertical deflection in inches B 0.042 B + 0.051 C 0.058 The properties of the tension are as follows: B B + C Tensioning force PSI 70,000 80,000 90,000 Maturity date PSI 38,000 50, 000 60,000 Elongation in 2 pul. (5%) 24 24 22 Area reduction (%) 36 36 45 PSI refers to pound per square inch. As you can see, it is possible, for example, to allow a greater deflection if the frame is composed of grade B + instead of grade B. However grade B + steel is more expensive. It is generally desirable to meet the deflection requirements with a less expensive grade of steel, if this is possible. BRIEF DESCRIPTION OF THE DRAWINGS. Figure 1 is a perspective view of a rail frame comprising two side frames and a crossbar; Figure 2 is a side view of a side frame according to the invention; Figure 3 is a partial view of a side frame according to the invention; Figure 4 is a cross-sectional view of a side frame according to the present invention; Figure 5 is a partial cross-sectional view of a portion of a side frame according to the present invention; Figure 6 is a side view and a partial cross section of a side frame of the prior art.

Referring to Figures 1 and 2, a rail frame according to the present invention 10 is shown.

This frame 10 comprises the side frames 12 and 14 which are identical and laterally spaced apart from each other. Wheel sets on axle 18 and 10 are received in the pedestal openings 27 and 29 formed in the respective end section 26 and 28 of each side frame. The crossbar 16 extends laterally between the frames 12 and 14 and is received in the intermediate openings of the pedestal ends of both side frames. The cross member opening 40 is shown in the figure for the frame 12. Referring now to Figure 2, the frame 12 comprises a longitudinally elongated upper compression member 24, which runs longitudinally through the upper part of the frame 12, and ends in the end sections 26 and 28. It is seen that the pedestal opening 27 is formed from a lower portion of the end section 26 and the pedestal opening 29 is formed from a lower portion of the section 28. The diagonal tensioners 30 and 32 they extend downwardly from the compression member 24 to a point near the end sections 26 and 28. The angle of the tensioners 30 and 32 is approximately 45 °. The lower section 343 extends longitudinally and joins the lower end sections of the tensioners 30 and 32. The column members 36 and 38 are longitudinally spaced apart from each other and extend vertically from an upper portion of the lower section 34 near their union with the diagonal tensioners 30 and 32 to a lower surface of the upper compression member 24. It is seen that the combination of the lower portion of the upper compression member 24, the upper portion of the lower section 34 and the column members 36 and 48 forms a cross-section opening 40 of rectangular shape. The upper surface of the lower section 34 is also referred to as the spring seat 42. It should be noted that the frames 12 and 14 are unitary cast steel structures. Such structures are melted or cast in accordance with modern practice which includes the use of cores to form the structural component of the side frame 12 in a generally hollow form so that each structural component such as the upper compression member and the lower section 34 they are generally hollow, each comprising a lower section and an upper section and two lateral sections joining the upper and lower sections. The side frames can be cast in various carbon steels and alloys, such as grades B, B + and C. The properties of these steels were previously discussed. Referring now to Figures 3 and 4, the frame 12 is shown in greater detail with an appropriate cross cut. The bottom section 34 is seen to comprise the bottom wall 62, the top 64, the top surface acts as a spring seat 42. The spring guides 44 extend upwardly from the spring seat 42. The spring guides 44 They act to form a template where the cylindrical springs are received and located to support the end of the crossbar. The lower section 34 also comprises side walls 66 and 68 that extend vertically upwardly from the bottom wall 62 to the top wall 64 and form the longitudinal outer edges of the bottom section 34. The webs 70 and 72 are seen to extend from respectively the wall 66 and 68 to intersect an outer edge of the upper wall 64, thus giving greater strength to the spring seat 42. The support ribs 50 and 51 extend longitudinally within the lower section 34. Each of the ribs 50 and 51 are laterally spaced apart from the central support rib 60 and extend vertically from the bottom wall 62 to the top 64. The support ribs 50 and 51 are identical except for their lateral spacing. It should be noted that the side frame 12 includes another set of support ribs located longitudinally of the ribs 50 and 52 and extending from the lower section 34 towards the diagonal tensioner 32. For brevity, only the ribs 50 and 51 extending from the lower section 34 towards the diagonal tension member 30 are described in detail. It can also be said that the ribs 50 and 51 extend towards the column 36. It is seen that the support rib 50 terminates at an edge at 52 which is formed by the junction of the metal rib 50 with the core used during casting of the side frame 12. The other longitudinal edge of the rib 50 is shown at 54 and is formed by the contact the rib 50 of metal molding with a central core for molding the inner hollow portion of the section 34. A core hole is formed in the bottom wall 62 by the portion of the frame 12 extending from the wall 62 towards the bottom surface of the diagonal tensioner 30. The pin hole is formed at the edges 56 and 58 and is centrally located in the bottom wall 62. It can be seen that the support rib 50 must be laterally spaced towards the p side fence 68 and support rib 51 should be laterally spaced towards side wall 66 to avoid the portion of that core hole near opening edge 58. The overall dimension of support rib 50 and similar support ribs , is of a thickness of 0.44 inches (1.12 cm) to 0.75 inches (1.90cm) with a longitudinal extension of approximately 5 inches (13cm) within the lower section 34. It should be noted that the thickness of the metal in the joint of the column 36 in the spring seat 42 at 46 increases in the present invention from a prior art thickness of about 0.69 inches (1.75 cm) to about 0.94 inches (2.39 cm). The increase in thickness adds strength to the joint area between the spring seat in the column 326 and is seen to contribute to the improved strength and performance of the side frame 12. Referring to Figure 5, a detailed view of the rib is shown. 50. This is seen to extend from the support edge 52 to the edge of the support rib 54, edges formed by the contact of the rib metal upon pouring with particular cores forming hollow sections within the 324 and the diagonal 30. The previously described male hole extends longitudinally from the opening edge of the tensioner 56 to the lower session in its opening 58. The lateral location of the rib 50 is seen to have to distance the opening of the male towards the wall side 68 to avoid that male opening. The increase in thickness at the juncture of 36 and the upper wall 64 is also immediately shown in Figure 5. Referring now to Figure 6, a side frame 112 of the prior art is shown. This frame 112 includes a compression member 124 extending longitudinally to an end section 126. Of course, a partial view with a similar end section not shown is seen in Figure 6. The end section 126 has a section extending downwardly to form the pedestal jaw 127 adapted to receive a set of wheels on an axle. The diagonal tensioner 130 extends downward at an acute angle from near the end section 126 and extends to form the lower section 134. The lower section 134 extends longitudinally to meet another diagonal tension member that is not shown, which it extends towards the other end of the side frame 112. The lower section 134 itself comprises the bottom wall 162 and the top wall 164, with side walls (not shown) that are laterally spaced apart from each other and attached to the bottom wall. or lower 162 and the upper 164. The central support rib 160 extends laterally centrally between the side walls and vertically between the bottom wall 162 and the top wall 164. The spring seat 144 is seen to be formed by the surface upper part of the upper wall 164. The column 136 extends up vertically between the corner joint 146 of the spring seat 144 and the lower surface of the upper compression member 124. An aperture for the generally rectangular cross member 140 is formed between the column 136 and an identical column located longitudinally of the same. A tap hole is seen to be formed in the bottom wall 162 that extends towards the bottom surface of the diagonal tension member 130 with longitudinal edges 156 and 158.

Claims (2)

1. CLAIMS 1.- A side frame for use in a rail car frame, comprising the side frame; an elongated upper compression member extending longitudinally; two end sections each extending longitudinally from one end of the upper compression member and each forming a pedestal jaw; two diagonal tension members each extending at an acute angle with the compression member from near the end of the compression member; a lower member that extends longitudinally and joins the diagonal tensioners at a lower end of each diagonal tensioner; two column members longitudinally spaced apart from each other and extending vertically between the lower member and the upper compression member; the lower limb and the adjacent diagonal tensor ^ are generally hollow; *. the lower member comprises an upper wall, a lower wall and two side walls connecting the upper wall with the lower one; the lower member also comprises four support ribs, each supporting rib extends vertically between the upper and lower wall, and each supporting rib extends longitudinally from near the intersection of the lower member and the adjacent diagonal tensioner, through the lower member. the supporting ribs are provided in pairs laterally spaced apart, each support rib being laterally aligned inwardly of a side wall of the lower member. 2. The side frame according to claim 1, wherein each lower member includes two tap holes in the bottom wall; each of the tap holes is located laterally between the side walls of the lower member and longitudinally near the junction of the diagonal tensioners and the lower member; each of the support ribs extends vertically between the upper and lower walls of the lower member from a position along the lower wall laterally between the central core hole and one of the side walls of the lower member. 3. The side frame according to claim 2, wherein each of the support ribs is a portion of steel integrally cast from the side frame; each of the supporting ribs has a lateral thickness of 1.12 sm to 1.90 cm. 4. The side frame according to claim 2, wherein during the casting of the side frame, a lower central core is provided which limits the longitudinal extension of the support rib to a smaller point or before the longitudinal half through of the lower limb. 5. The side frame according to claim 2, wherein each of the support ribs extends longitudinally beyond the intersection of the lower member and the diagonal tension member to a point within the diagonal tensioner. 6. A side frame for use in a rail car frame, the side frame comprising a top compression member; two diagonal tension members extending generally down from near one end of the upper compression member; a lower member joining the diagonal tension members at a lower end of each diagonal tension member; two column members extending vertically between the lower member and the upper compression member; the lower member and the diagonal tension members are generally hollow; the lower member comprises an upper wall, a lower wall, and two side walls that connect the upper wall with the lower one; four support ribs within the lower member, the supporting rib extends vertically between the upper and lower wall, each supporting rib extends longitudinally from near the intersection of the lower member and the diagonal tensioner adjacent a point longitudinally within the lower member. 7. The side frame according to claim 6, wherein each lower member includes two center male holes in the lower wall, each of the male holes is located laterally between the side walls of the lower member and longitudinally crested the union of the diagonal tensioners and the lower limb; One of the supporting ribs extends vertically between the upper and lower walls of the lower member from a joint along the lower wall laterally spaced from the central tap hole and one of the side walls of the lower member. 8. The side frame according to claim 7, wherein each of the support ribs is a portion integrally cast in steel of the side frame, each of the support ribs has a side thickness of 1.12 cm to 1.90 cm . 9. The side frame according to claim 7, wherein, during the casting of the side frame, a lower central core is placed which limits the longitudinal extension of the support rib to a smaller point or before the middle longitudinally to through the lower member. 10. The side frame according to claim 7, wherein each of the ribs extends longitudinally beyond the intersection of the lower member and the diagonal tensioner to a point within the diagonal tension member. 11. The side frame according to claim 6, wherein the side frame is made of grade B + steel. 12. The side frame according to claim 7, wherein the upper wall of the lower member intersects in a corner section are one of the column members; and where each corner section has a thickness of approximately
2. 2.39 sm.