US1493964A - Brake beam for railway cars - Google Patents

Description

May 13. 1924. 1,493,964

s. A. CRONE.

BRAK E BEAM FOR RAILWAY CARS Filed June 12. 922

3 Shee ts-Shee t 1 ATTOR'NEY S. A. CRONE v BRAKE BEAM FOR RAILWAY CARS 3 Sheets-Sheet 3 Filed June 12, 1922 Patented May 13, 1924.

li tti lfh, YATES SETH A. CRONE, OF EAST ORANGE, NEW' JERSEY.

BRAKE BEAIJI FOR BAILVVAY CARS.

Application filed June 12,

To all whom it may concern.

Be it known that I, SETH A. CRONE, a citi zen of the United States, and a resident of East Orange, in the county of Essex and State of New Jersey, have invented certain new and useful Improvements in Brake Beams for Railway Cars, ofwhich the following is a specification.

The invention pertains to trussed-beains for railway-cars and especially to a novel strut interposed between the compression and tension members of the beam.

One object of the invention is to provide a highly efficient strut inv forged metal; a further object of the invention is to provide a novel one-piece forged metal strut; a still further purpose of the invention is to provide a novel construction at the front end of the strut to receive the truss-member, and a further purpose of the invention is to pro-- vide a novel construction at the back end of the strut for securingthe same to the compression member of the beam. The strut of my invention possesses great strength, dura bility and efliciency without undue weight of metal and also special advantages in respect to its readiness of manufacture and application to position and capability of withstanding the severe treatment to which struts of trussed brake-beams: are subjected. The two side portions of my strut stand at the usual angle of forty degrees from the vertical, and at. the forward end of the strut the metal thereof has, without extra. pieces of metal, a bearing recess of novel construction formed therein to receive the central portion of the truss-rod. this bearing recess in respect to its formation being essentially novel and serving to strengthen the forward end of the strut and also to direct the strains of the truss-rod longitudinally of the side members of the strut. I preferably form the strut out of a single bar of forged metal land at the baclr end of the strut the ends. of the bar are preferably brought into interlocking relation at the back of the compression member.

The invention will be fully understood rom the detailed description hereinafter presented. reference being had to the accon' nanying drawings, in which:

Fig. 1 is a top view, partly broken away, of a trussed brake beam for railway cars embodyingmy invention:

Fig. 2 is a side elevation, partly broken 1922. Serial No. 567,578.

away, of the strut, with the compression and tension members shown in vertical transverse section on the dotted line 2-2 of Fig. 1:

Fig. 3 is a back end view of the strut; Fig. 4 is a front end view of the strut; Fig. 5 is a top view, partly broken away i and partly in section, of la brake-beam show ing a modified form of strut embodying a portion of my invention, the modification residing in the manner of connecting the sides of the strut with the compression member;

Fig. 6 is av side elevation of the same, the compression and tension members of the beam being shown in vertical transverse section;

Fig. 7 is a front end view of the strut shown in Figs. 5 and 6;

Fig. 8 is a top view, partly broken away, of a brake-beam illustrating a further modi fication of my invention;

Fig. 9 is a side view, partly broken away, of the strut, with the compression and tension members shown in vertical transverse section;

Fig. 10 is a front end view presented'in Figs. 8 and 9, and

Fig. 11 is a side view of the forward end of the strut as the same appears at one stage of the manufacture preparatory to forming the tension rod bearing at the forward end of the strut.

In the drawings, referring to Figs. 1 to a inclusive, which illustrate one embodiment of my invention, 15 designates the compression member, 16 the tension member and 17 the strut of a trussed brake beam for railway cars.

The strut 17 is formed from a single bar of forged metal folded on an approximately U-bend at its middle portion to provide a front end 18, corresponding properly spaced apart parallel sides 19 to receive between them the usual brake-lever, not shown, and a back end 20, the sides 19 being provided with corresponding reinforced openings 21 for the brake lever pin, and the front end 18 and baclr end of the strut being of special and novel formation.

The front end 18 of the strut is formed with a horizontally extending elongated curved bearing or recess 22 to receive the of the strut middle portion of the truss-rod 16, and

this recess 22 is formed out of the metal of the strut and by depressing the forward diagonally disposed normal U-bend of the strut inwardly and rearwardly along a curved horizontal line so as to form a seat or bearing for the truss-rod 16 having horizontally extending top and bottom members 23 which add to the efiiciency of the seat and serve to confine the truss rod at the upper and lower edges of the same. The formation of the bearing recess 22 in the manner described results in the metal at diagonally opposite portions of the forward bend of the forged bar being spread horizontally to a limited extent, as at 2%, whereby a recess 22 of proper elongation is created, and as shown in Fig. 1, the said recess extends across the longitudinal planes of the angularly disposed sides 19 of the strut, whereby strains created on the strut by the truss-rod are exerted longitudinally against and through the length of the sides 19. The laterally spread out portions 2 1 at the ends of the recess or bearing 22 are also of functional value in respect to forming outwardly rolled corrugations, shown at 24:, which overhang the outer fiat faces of the strut-sides 19 and create a head end which adds strength and efficiency to the forward end of the strut without adding to the weight of metal thereat.

At its back end the strut 17 encompasses the compression member 15, and this construction is formed by bending the free ends of the beam from which the strut is formed to create a loop adapted to transversely encompass said member 15, and in accordance with my invention I form one back end 25 of the metal bar with a keystone recess 26 and the other end of said bar with a key 27 adapted to fit and interlock with said recess 26, as shown in Fig. 3, at about the middle portion of the back of the beam 15. The recess 26 and key 27 serve to lock the two free ends of the bar together so as to resist being pulled apart, and as further means for securing the free ends of the bar at the back of the beam 15, I recess said beam, as at 28, and by means of a punch, depress the central por tion of the key 27 into said recess, as at 29, thereby further securing the back end of the strut to the beam 15.

The strut shown in Figs. 1 to 4 inclusive is thus formed of one integral bar of forged metal, said bar being folded and treated at its middle portion to create the forward end 18 and to form the sides 19 of the strut, while the two ends of the bar are bent to pass upon and encompass the compression member 15 and are interlocked to gcther at the back of said beam and may be further secured in position by the provision of the depression 29, said depression as aforesaid entering the recess 28 formed in the back of the beam 15. I may further secure the ends of the bar at the back of the beam 15 by pressure applied to the op posite side edges of said ends of said bar after they have been positioned on the beam 15 or by other means. The sides 19 are twisted in a known manner to give them their 40 set.

The creation of the recess 22 in the forward end of the strut in the manner described results in a special formation or distribution of the metal at that end of the strut offering great resisting power, this formation involving a strengthening of the metal transversely of the end of the strut and the providing of the special upper and lower forwardly projecting portions 23 to overlap the truss-rod 16 and the lateral e1;- tensions 2 1- which elongate the seat and form corrugations strengthening the forward ends of the strut-sides 19.

In the formation of the strut from a single bar of forged-metal, the bar is ordinarily folded at its middle portion to form a rounded or semi-circular forwardly projecting end or U-bend, and this end is horizontally depressed to create the bearing recess 22, this recess extending across the longitudinal planes of the angularly disposed sides 19, as shown in Fig. e, and creating the outwardly pressed members 23, 2 1, all serving to strengthen the end of the strut and tie the front ends of the sides 19 together. I am aware, however, that the folding of the forged metal bar at its middle portion to form the forward end of the strut and the creation therein of the tension rod bearing 22 may be carried out by asubstantially simultaneous or continuous operation on a machine built for that purpose. The formation of the forward end of the strut is new and the invention is not limited to any precise steps for producing the construction described.

The strut shown in Figs. 5, 6 and 7, i numbered 30 and is formed from a single bar of forged metal manipulated to form the forward tension rod bearing end 31 and parallel sides 32. The sides 32 at their back ends, representing the end portions of the metal bar, are bent outwardly in opposite directions to form flanges 33 to lie between the flanges of the compression member 3 1 and be riveted to the back of said member in a well-known manner. The forward end 31 of the strut 30 is identical with the forward end of the strut 17 hereinbefore specifically described and hence further description of the same is not required. I present Figs. 5, 6 and 7 to indicate that my invention is not in every instance confined to a loop formation at the back end of the strut to encompass the compression member of the beam, and it is believed, therefore, that further detailed description of the construction shown in Figs.

5, 6 and 7 is unnecessary, the modification residing in the provision of the flanges 33 instead of the loop or box formation shown in Fig. 2 at the back end of the strut.

The construction shown in Figs. 5, 6 and 7 also serves to denote thatthesides of the strut at their back ends may be variously connected with the compression member of the beam.

In the construction shown in Figs. 8 to 11 inclusive, the strut, numbered 34, is formed from a single bar of forged metal bent at its middle portion to form the looped or box-like back end 35 of the strut and provide the parallel sides 36 of usual character, at whose forward ends the end portions of the metal bar are bent toward each other and overlapped, as at 37, 38 in Fig. 11, and then acted on to form the forward end 39 of the strut having the bearing recess 40 for the tension rod member 11. The forward end 39 of the strut 34 in essential respects corresponds with the forward ends of the struts shown in Figs. 1 to 7 inclusive, and the back end 35 of the strut 34.- differs from the back ends of the struts shown in Figs. 1 to 7 inclusive in that said end 35 is in one integral piece transversely encompassing the compression member 42 and formed from the middle portion of the initial bar.

The inwardly turned ends or flanges 37, 38 at the forward end of the metal bar from which the strut is formed serve as a substitute for the U-bend of the bar from which the struts shown in Figs. 1 to 7 inclusive is formed, and said flanges 37, 38 are treated in accordance with my invention to produce the forward strut end 39 possessing the characteristics of the strut ends 18, 31, plus the additional advantage of providing an extra thickness of metal at the forward end of the strut without the forging of an addi tional piece to the bar from which the strut is formed. lVhen the flanges 37, 38 are overlapped, as shown in Fig. 11, they close the forward end of the strut and initially form a box-like end extending: on a diagonal plane of forty degrees from the vertical and crossing from one side 36 tothe other of the strut, and the closed end thus formed I subject to an upsetting operation to form the horizontal tension rod bearing or recess 40 therein, this upsetting operation acting to weld the flanges 37, 38 together and to transform them into a solid forward end 39 possessing the recess or bearing40 and creating the lateral extensions 413 corresponding with the extensions 24 of Fig. land the upper and lower forwardly projecting members 44, 14: corresponding with the similar parts 23 shown in Figs. 1, 2 and 4. The lateral deflection of the metal atthe forward end of the strut shown in Figs. 8, 9 and 10, creates corrugations at as extending along the sides 36 of the strut, this being a feature which is also present in the struts shown in Figs. 1 to 7 inclusive. The forward end of the strut shown in Figs. 8, 9 and 10 is, therefore, substantially the same as the forward end of the struts shown in Figs. 1 to 7 inclusive, with the exception that by reason of the overlapping flanges 37, 38, the forward end 39 of the strut shown in Figs. 8, 9 and 10 is of increased thickness and therefore possesses greater strength than when the forward end of the strut is formed of the single thickness, resent at the U-bend of the initial bar. I In Figs. 1 to 7 inclusive the'bar is folded at its middle portion to form the forward U-bend which is converted into the special end construction hereinbefore described to receive the tension rod member, whereas in respect to the strut shown in Figs. 8 to 11 inclusive the fold or bend of the initial bar constitutes the back end of the strut, while the ends of said bar are flanged and overlapped, as shownin Fig. 11, preparatory to being converted into'the forward end 39 to receive the tension rod member 11. In each instance the strut is formed from a single bar of forged metal manipulated or treated to provide the special forward strut-end hereinbefore described, the parallel sides between which the brake-lever is hung and means atthe back end of the strut for securing it to the compression member, the operation of forming the strut from the initial bar being one which may be easily carried out at minimum expense and the resulting construction being one of high eficiency and maximum capability of resistance to strains. In each instancethe sides and forward closed end of the strut initially stand at a forty degree angle and in. each instance said end is subjected to transversely applied pressure for deforming said end to create the horizontal tension rod bearing crossing the longitudinal planes of the sides of the strut and to strengthen the forward ends of said sides, said sides at their forward portions being otherwise plain and parallel and in their initial form, being spaced apart as usual and permitting, without being lengthened, the proper play for the brake-lever.

What I claim as my invention and desire to secure by Letters Patent, is:

1. A brake-beam for railway cars comprising a compression member, a tension. member and a strut of forged metal, said strut having parallel angularly-set spacedapart sides and the forward end of the strut being depressed horizontally to form a concave bearing seat for the tension member having forwardly projecting upper and lower parts to engage said member, the depression of the metal to form said seat displacing the metal of the forward end of the strut laterally, and said sides at their forward portions being otherwise plain and parallel and in their initial form.'

2. A brake-beam for railway cars comprising a compression member, a tension member and a strut of forged metal, said strut being in one integral bar having par allel angularly-set spaced-apart sides and the forward end of the strut being depressed horizontally to form a concave bearing seat for the tension member, the depression of the metal to form said seat creating upper and lower forwardly projecting parts to engage said member and displacing the metal of the forward end of the strut laterally, whereby said seat crosses the longitudinal planes of said angularly disposed sides, and said sides at their forward portions being otherwise plain and parallel and in their initial form.

3. A brake-beam for railway-cars comprising a compression member, a tension member and a strut of forged metal, said strut being in one integral bar folded on a U-bend at the forward end of the strut and forming parallel singularly-set spacednpart sides connected together at said bend, and the forward end of the strut at said bend being depressed horizontally to form a concave bearing seat for the tension member, and said sides at their forward portions being otherwise plain and parallel and in their initial form.

4. A brake-beam for railway-cars comprising a compression member, a tension member and a strut of forged metal, said strut being in one integral bar forming means for connecting the strut with the compression member and also parallel angularly-set spaced-apart sides, the forward end of the strut being depressed horizontally to form a concave bearing seat for the tension member, the depression of the forward end of the strut displacing the metal at said end laterally beyond the longitudinal planes of said sides and extending said seat laterally across said planes of said sides, and said sides at their forward portions being other wise plain and parallel and in their initial form.

5. A. brake-beam for railway-cars comprising a compression member, a tension member and a strut of forged metal, said strut being in one integral bar folded at the forward end of the strut and forming parallel angularly-set spaced-apart sides connected together at said bend and the ends of the bar being carried upon and to the back of the compression member, the forward end of the strut at said bend being depressed horizontally to form a concave bearing-seat for the tension member, said seat crossing the longitudinal planes of said sides.

6. A. brake-beam for railway-cars comprising a compression member, a tension member and a strut of forged metal, said strut being in one integral bar forming parallel angularly set spaced-apart sides and extending around the compression member, the ends of the bar at the back of the compression member being secured together.

7. A. brake-beam for railway-cars comprising a compression member, a tension member and a strut of forged metal, said strut being in one integral bar forming parallel angularly-set spaced-apart sides and extending around the compression member,

the ends of the bar at the back of the compression member having respectively an interlocking tongue and a recess for connecting the ends of the bar together.

8. A. brake-beam for railway-cars comprising a compression member, a tensionmember and a strut of forged metal, said strut being in one integral bar forming parallel angularly-set spaced-apart sides and extending around the compression member, the ends of the bar at the back of the compression member being formed with means for interlocking said ends together.

9. A brake-beam for railway-cars comprising a compression member, a tension member and a strut of forged metal, said strut being in one integral bar forming parallel angularly-set spaced-apart sides, a seat for the tension member and at its ends extending around the compression member and being secured together and to said member.

10. A brake-beam for railway-cars comprising a compression member, a tension member and a strut of forged metal, said strutbeing in one integral bar forming angularly-set spaced-apart sides and a seat for the'tension-member and the ends of said bar extending around the compression mem her and being connected together and secured to said member. the securing means being a recess in the back of said member and a portion of the strut depressed into said recess.

ll. A brake-beam for railway-cars comprising a compression member, a tension member and a strut of forged metal, said strut being one integral bar forming parallel angularly-set spaced-apart sides and a seat for the tension-member and the ends of said bar extending around the compression member and having respectively at the back of the compression member a key-tongue and a key-recess for interlocking the ends of the bar together and said strut being secured to the compression member a the back thereof, the securing means being a recess in the back of said member and a portion of said tongue depressed into said recess.

Signed at New York city, in the county of New York and'State of New York, this 9th day of June, A. D. 1922. v

SETH A. CRONE.

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