US2170118A

US2170118A - Car truck side frame

Info

Publication number: US2170118A
Application number: US157863A
Authority: US
Inventors: Charles R Busch
Original assignee: Buffalo Brake Beam Co
Current assignee: Buffalo Brake Beam Co
Priority date: 1937-03-15
Filing date: 1937-08-07
Publication date: 1939-08-22
Anticipated expiration: 1956-08-22
Also published as: US2170123A

Description

Aug. 22, 1939. c. R. BUSCH 2,170,113

I CAR TRUCK SIDE FRAME Original Filed March 15, 19157 2 Sheets-Sheet l INVENTOR Car/es E fia'sc ATTORNEY Aug. 22, 1939.

c. R. B USCH CAR TRUCK SIDEFRAME Original Filed March l5, 1937 2 Sheets-Shgei 2 INVENTOR Char/e: Eva-Ci.

ATTORNEY Patented Aug. 22, 1939' NIT D STATES "can 'rnUcx smn FRAME I Charles R. Busch, Orange, N. J., assignor to Buffalo Brake Beam Company, New York, N. Y... a corporation .of New York Original application March 15, 1937, Serial No. 130,881. Divided and "this application August 7, 1937, Serial No. 157,863

4 Claims. The present invention relates tothe construction of side frames of railway car trucks which may be 9! any suitable design, but specially trnssed and reinforced so as to impart greater strength to the castings, more .particularlybut not necessarily to adapt the side frames for guiding the ends of a brake beam'thereupon, as disclosed in my previous application filed March 15, 1937, Serial No. 130,881, of which this application is a division. v

With these objects in view, the invention con- 'sists of certain features of construction and combinations of parts to be hereinafter described and then claimed with reference to the accompanying drawings illustrating a preferred embodiment of the invention and wherein Fig. 1 is a plan view of so much of a car truck side frameas'is necessary to illustrate the present invention, and partly in broken lines;

Fig. 2 is a side elevation of the parts shown in Fig. 1, partly in broken lines;

Fig. 2a is a fragmentary side elevation of parts shown in Fig. 2, and accompanied by dot and dash indicator lines intersecting the axis of a wheel axle;

Fig. 3-is a detail section on the line 33, Fig.

1, looking in the direction of the arrows andshowing in section a suitable brake beam;

Fig.- 4 is a section on the line 4-4, :Fig. 2, looking in the direction ofthe arrows, and showing one end of a brake beam in section;

Fig. ,5 is a viewof side frame parts broken away, looking-towards the inner sides thereof, the brake beam being shown in section, and parts beingshown in broken lines, and

Fig. 6 is a sectional elevation on the line 6-6, Fig. 2, in the. direction of the arrow.

In the drawings, there is illustrated only so much of the car-truck side frame iii as is necessary to illustrate the improvements. The side frame may be of any suitable design, although it is preferred that it be constructed in trussed form having a compression member H and a tension member l2. Fig. 2 shows the car truck side frame broken away at aboutits midJength, so that there is illustrated only one bolster guidingcolumn 13. The other half ,of 'theside frame not illustrated will be constructed according to the portion thereof which is shown and described herein. The frame Ill has its tension member I! provided with spring supporting brackets M which may be used to supporta spring plank if one is used. I

The drawings illustrate a recess l5 extending along the inner wall of the side frame, such recess extending preferably at an angle of approximately twelve degrees to the horizontal for guiding a brake beam, only if it be intended to guide the same upon the side frames in accordance with what is shown, described and claimed in my said previous application. Fig. 2a of the drawings specifically and graphically discloses the preferred angle of 12 degrees for the said recess i5 or its equivalent. The axis 0 of the wheel axle 20 shown in broken lines preferably indicates the point from which the degree of angle of the recess [5 is determined. The dot and dash line H indicates the horizontal which is parallel with the car track;v and the dot and dash line A indicates an angle of 12 degrees to the horizontal.- It is of course within the scope of the present invention to change this degree of angularity A and to otherwise deviate from what is graphically indicated by A, C and H. The point C might of --course be elsewhere than to indicate the wheel axis, but in any event the recess i5 is at an angle a to the horizontal. Such recess I5 is preferably defined by guide flangesv it, I 1 cast or formed integrally with the side frame. These inner ribs converge toward their upper ends with respect to the guide flange I6 and the brackets l9 extend downwardly from guide flange ll, both sets of brackets. gradually merging with the side frame. If the brake beam is to be soguided, the brackets I9 assist in absorbing any downward pressure or thrusts and the brackets I8 any upward thrust .from the brake beam.. That end of recess I! which would be nearest to a carwheel is closed by a transverse wall 20 so as to confine the brake beam in its forward movement in applying the brake shoes, the opposite end of the recess being left open to permit the removal of the beam.

Inasmuch as in practice the tendency now is to make car truck side frames wider or thicker than heretofore so as to strengthen the same, it is preferred that'each recess ii in the side frame extends inwardly beyond the "plane of the inner surface of the side frame so that the intermediate inner wall of the recess is disposed between the vertical planes of the inner and outer surfaces of theside frame, as shown in Figs. 4 and 6. This increases the bearing surface for the end of the beam whether thefianges or ribs l 8, I! extend innot extend so far, and even if in practice the side frames were not as thick as is now the tendency to'make them, the flanges or ribs l6, l1 reinforce and impart additional strength to the recessed portion of the side frame;

' Referring to Fig. 1 which shows the end of the beam l5 as engaged with the guide, and also referring to Fig. 3, it is apparent that the beam is allowed a distance of travel on the guide, when applying and releasing the brake, which is substantially equivalent to, the distance between the inner wall of the adjacent guide column at the .bolster window opening and the wall or stop at that end of the guide which is closest to the car wheel, and in fact at that end of the guide which is laterally opposite to the tread of the adjacent car wheel. The width of the guide is shown in Figs. 1, 4 and 5 and such width is maintained forsubstantially its entire length to provide sufficient bearing support for guiding the beam in its necessary range of travel. More specifically the same width of guide should be maintained substantially throughout 'its entire length in order to provide maximum bearing surface for the beam in its travel from full release position to that of from. The flange l'l hr its equivalent will support one end of the brake beam, if that is required, and whether or not the brake beam is to be guided and supported by the side frame such rib I! or I6 or both act to reinforce the tension member, and thereby strengthen the same along lines inwardly from the preferred hollow interior of the tension member, or at the outer exposed surface of the tension member. Preferably the reinforcing rib or flange H5 or I! extends upwardly along the inclined portion of the tension member from apoint close to the spring seat II so that a guided brake beam will be detained by the spring seat if it should tend to fall back.

inwardly. As shown, the reinforcing ribs l6, l1

. extend from'the inclined portion of the tension full braking pressure, so that the inner edges of the guide will extend substantially parallel with the adjacent outer surface of the side frame, as clearly shown in Figs. 1 and 4. The length of the guide is also based upon a sufficiency of length to allow for the maximum wear on the car wheel and on the brake shoe. That end of the guide which is closest to the car wheel is inwardly olfset as shown in Fig. 1 as a precaution, in case of excessive lateral wheeldpproach to the guide.

Referring to Figs. 2, .4 and 5, the frame Ill is shown as-tru'ssed along its upwardly inclined tension portion by means of arelatively narrow re-- inforcing bottom portion 2| which is cast or formed integrally with the side frame, and which reinforcing portion defines corresponding surfaces at the interior of the hollow side frame, and of course the corresponding inclined portion (not shown) of the tension member of the side frame will be correspondingly reinforced. As such trussing or reinforcing portions are in the intermedimember across the lower end of the column l3 which is directly adjacent the said upwardly inclined portion of, the tension member, so that the said column is reinforced at its inner side, that is, upon its outside.

Preferably the reinforcing bottom portion 2| is a partial cross-section of the main'body of the tensionmember, and such reinforcement 2| extends from a point on the tension member which is located below .a guide column and upwardly, so, as to form the bottom of the tension member, to a point adjacent the upper end of the inclined portion ofthe tension member as shown more fully in Figs. 2 and 5. The reinforcement. may be seen at the outside of the tension member and in the preferredform of the invention the only interior reinforcement of the tension member is by means of the web 22, thereby simplifying the production of the casting, and then only the reinforcement 22 would be in'the hollow interior of the casting, any other reinforcement of the tension member being preferably exposed at the outside thereof. It will be noted that the web or reinforcement 22 at the interior of the tension member is within the inclined portion thereof and hence that such' reinforcement will be under tension:

ate regions of the guiding recesses in the side.

frame, the walls of therecesses are considerably strengthened at points where the weight and any downward movement of the brake beam is imposed upon the side frame. Preferably, each reinforcementtapers toward its upper end.

To further strengthen or reinforce the tension member l2 of the side frame, the same is cast with a vertical reinforcing web 22 of suitable thickness, which extends for -a suitable distance along the hollow interior of the tension member, thereby fortifying the added strength given by such reinforcing bottom portions as 2! of the tension member.

Therefore, not only is the tension member reinforced and strengthened at each end by the bot tom reinforcement 2|, but by theinterior reinforcing .element or web 22, the same mutually contributing to the reinforcement of the strength of the hollow; cast tension member l2.

' Inasmuch as the preferred construction is illustrated it will probably be found useful to-those skilled in the art if the illustrated construction be more specifically described as follows:

The recess I! in the tension member may be defined-by the ribs or flanges l6, II, but in any event it may best be located .at the inner side of the tension member so as toface inwardly there- It will be obvious to those skilled in the art that the invention shown and described is susceptible of more or less modification without departing from the spirit of the invention as defined in the appended claims.

What I claim as new ishollow inclined tension member, and a reinforc-' ing vertical web in the inclined portion of the.

tension member.

2. A car-truck side frame having a hollow inclined tension member, and a reinforcing web in the tension member and extending in a vertical plane between .the upper and lower walls of the inclined portion thereof.

3. A car-truck side frame having a hollow ten within it alongitudinal reinforcing web integral therewith and connecting opposite portions of suchsurfacea onamnsn.noscrn